This two-part video was the follow-up to The PentaCon: Smoking Gun Version. It is now most useful as a supplement to National Security Alert. Please watch that video before watching this one.
In Part 1, we present extended versions of our interviews with Arlington National Cemetary (ANC) employees Darrell Stafford, Darius Prather, Donald Carter, and William Middleton. All four of these critical witnesses place the plane on the north side flight path.
Part 2 of the video features our interviws with Pentagon heliport tower air traffic controller Sean Boger, Army Band musician Maria De La Cerda, ANC employees Russell Roy and George Aman, and Pentagon Police Officer Roosevelt Roberts Jr. Like the witnesses in Part 1, they all saw the plane on the north side approach except for Roberts, who did not see it approach, but did see it flying away immediately after the explosion.
All of these witnesses except Carter were on record with the Center for Military History (CMH) or Library of Congress (LoC) just weeks after the event. In their CMH interviews, ALL of the CMH employees explicitly describe the north side approach, eliminating the notion that they were misremembering during our 2008 interviews due to faded memory.
A number of the witnesses in this video also discuss a northwest approach of the C-130 cargo plane that flew onto the scene approximately three minutes after the event. This flight path completely contradicts the proven-fraudulent alleged radar data released by 84 RADES in 2007 showing a south/southwestern approach, yet is consistent with the statements of the pilot himself, Lt. Col. Steve O’Brien.
This video was released as a follow-up to the presentation to “The First Known Accomplice?” It chronicles our surreal, intense, and disturbing personal experience with the famous (now infamous) taxicab driver Lloyde England who claims that the windshield of his cab was speared by a 40 foot, 247 pound light pole that was allegedly hit by the plane that allegedly hit the Pentagon on 9/11, yet did not even leave a scratch on the hood, even while he was allegedly pulling it out of the car with (according to him) the help of a silent stranger who “didn’t say a word”.
There is not a single photograph or eyewitness corroborating Lloyde’s claim that the pole was ever in his car.
In light of the proven fact that the plane approached from the north side of the gas station we now know why Lloyde’s story simply doesn’t add up: the plane did not fly anywhere near that light pole.
The impossibility of this account is exposed as we deconstruct the details and take a road trip with Lloyde to physically examine the actual cab that he still has preserved under a tarp on his property in the country.
This video is a supplement to the video National Security Alert. Please watch that video before watching this one.
This video “short” features the account of eyewitness Terry Morin, and was released as an addendum to The North Side Flyover. We present overwhelming evidence that the Pentagon attack jet flew directly over the Navy Annex building. This simple fact is irreconcilable with all official reports and the dubious physical damage, corroborates the north side approach, and of course proves the plane did not hit the Pentagon.
This video is now most useful as a supplement to National Security Alert. Please watch that video before watching this one.
These videos should be viewed after first viewing our 2009 video National Security Alert, which is a concise summary of the key evidence. While they were originally released prior to that one, these videos are now most useful as supplemental material.
This video “short” featuring the account of eyewitness Terry Morin was released as an addendum to The North Side Flyover. We present overwhelming evidence that the Pentagon attack jet flew directly over the Navy Annex building. This simple fact is irreconcilable with all official reports and the dubious physical damage, corroborates the north side approach, and of course proves the plane did not hit the Pentagon.
This video was released as a follow-up to the presentation to The First Known Accomplice? It chronicles our surreal, intense, and disturbing personal experience with Lloyde England in 2008 when we confronted him with the north side evidence, which proves that the plane did not fly anywhere near the light pole that allegedly speared the windshield of his cab on 9/11. Includes an extended version our 2008 interview with Lloyde (excerpts of which are featured in National Security Alert), and footage of our road trip to his property in the country to examine the cab.
This two-part video was the follow-up to The PentaCon: Smoking Gun Version. Part 2 of the video features our interviews with Pentagon heliport tower air traffic controller Sean Boger, Army Band musician Maria De La Cerda, ANC employees Russell Roy and George Aman, and Pentagon Police Officer Roosevelt Roberts Jr. Like the witnesses in Part 1, they all saw the plane on the north side approach except for Roberts, who did not see it approach, but did see it flying away immediately after the explosion. Also contains further evidence and analysis regarding the C-130 and the fraudulent RADES data discussed in Part 1.
This two-part video was the follow-up to The PentaCon: Smoking Gun Version. In Part 1, we present extended versions of our interviews with Arlington National Cemetary (ANC) employees Darrell Stafford, Darius Prather, Donald Carter, and William Middleton. All four of these critical witnesses place the plane on the north side flight path, and are on record with the Center for Military History (CMH) placing the plane in the same place in 2001, eliminating the notion that they are misremembering due to faded memory. A number of them also discuss a northwest approach of the C-130 cargo plane that flew onto the scene approximately three minutes after the event. This flight path completely contradicts the proven-fraudulent alleged radar data released by 84 RADES in 2007 showing a south/southwestern approach, yet is consistent with the statements of the pilot himself, Lt. Col. Steve O’Brien.
In this video we reveal more independently obtained smoking gun evidence further demonstrating how the true flight path of the Pentagon attack jet is irreconcilable with all official reports and data. We demonstrate that the plane flew over Washington DC skies and came from the east side of the Potomac River, whereas the phony government-supplied data has it on the west side of the river at all times, never crossing over toward DC. We explain how the C-130 and white E4B or “mystery plane” were used as cover for the decoy jet that was meant to fool people into believing it hit the building. We expose the methodology behind the operation and demonstrate how they were able to successfully pull off this military deception in broad daylight.
A major misconception regarding the Pentagon attack is that hundreds and hundreds of people in the area would be able to see the entire event go down, including the alleged “impact”. This is not the case, primarily due to the complex topography. In fact there are very few areas at all where you would be able to see the alleged “impact”, and most who would be able to see the plane at all would only see it for about a split second. The flyover would be concealed by the massive fireball and smoke plume as it banked upriver disguised as normal flight traffic out of Reagan, which you can see regularly in the area as seen in this footage. This series of video-recorded location shots are an invaluable tool for people trying to get familiar with the area in order to understand how this deception was successfully executed in broad daylight.“
In this video we present interviews with previously unknown witnesses who we found by canvassing the neighborhoods of Arlington. It is painfully obvious that the people on the street report something different than the small pool of suspect witness accounts reported by the mainstream media. The plane that was seen flying at tree-top level over Arlington timed perfectly with the explosion at the Pentagon is repeatedly described as predominantly white, unlike an American Airlines jet. We expose the media cover-up of this white jet and the deliberate blending of reports to confuse people into thinking it was the E4B that was seen circling the white house later.
We examine the accounts of several alleged witnesses, all of whom are reporters and editors with USA Today/Gannett Publishing, and scruitinze their alleged point of view from Route 27 in relation to the official flight path. Features exclusive CIT interviews with Joel Sucherman and Vin Narayanan, as well as video footage of a statement by Mike Walter.
This video features our first interview with taxi cab driver Lloyde England, excerpts of which appear in our main video National Security Alert. It was recorded in August of 2006.The
This video features extended versions of our interviews with auto mechanic Edward Paik, gas station employee Robert Turcios, Sgt. William Lagasse, and Sgt. Chadwick Brooks, excerpts of which are seen in National Security Alert.
This two-part video was the follow-up to The PentaCon: Smoking Gun Version. It is now most useful as a supplement to National Security Alert. Please watch that video before watching this one.
In Part 1, we present extended versions of our interviews with Arlington National Cemetary (ANC) employees Darrell Stafford, Darius Prather, Donald Carter, and William Middleton. All four of these critical witnesses place the plane on the north side flight path.
Part 2 of the video features our interviws with Pentagon heliport tower air traffic controller Sean Boger, Army Band musician Maria De La Cerda, ANC employees Russell Roy and George Aman, and Pentagon Police Officer Roosevelt Roberts Jr. Like the witnesses in Part 1, they all saw the plane on the north side approach except for Roberts, who did not see it approach, but did see it flying away immediately after the explosion.
All of these witnesses except Carter were on record with the Center for Military History (CMH) or Library of Congress (LoC) just weeks after the event. In their CMH interviews, ALL of the CMH employees explicitly describe the north side approach, eliminating the notion that they were misremembering during our 2008 interviews due to faded memory.
A number of the witnesses in this video also discuss a northwest approach of the C-130 cargo plane that flew onto the scene approximately three minutes after the event. This flight path completely contradicts the proven-fraudulent alleged radar data released by 84 RADES in 2007 showing a south/southwestern approach, yet is consistent with the statements of the pilot himself, Lt. Col. Steve O’Brien.
This video features extended versions of our interviews with auto mechanic Edward Paik, gas station employee Robert Turcios, Sgt. William Lagasse, and Sgt. Chadwick Brooks, excerpts of which are seen in National Security Alert. It is now considered a supplement to the video National Security Alert. Please watch that video before watching this one.
Here we provide the official interviews referenced in National Security Alert. As stated in the video, many of the north side approach witnesses presented are on record placing the plane on the same north side approach flight path during official interviews conducted only weeks after the event. This eliminates the notion that they are remembering inaccurately due to faded memory.
These interviews came from two sources: The Center for Military History (CMH) and the Library of Congress (LoC). All CMH interviews have been obtained via Freedom of Information Act Request, and all interviews from the LoC are available for download on their official website.
The interviews released by the CMH had the names redacted, meaning that they were not (readily) independently verifiable, and thus subject to having been manipulated or fabricated. That would change, of course, if we could figure out who the witnesses were and contact them directly to confirm their accounts first-hand. Only then could their accounts rightly be considered independent verifiable evidence. We were successful at finding all of the most pertinent witnesses who claimed to have seen the plane and had the most critical vantage points to be able to tell if the plane was north or south of the gas station. These were primarily employees at Arlington National Cemetery (ANC). One of the witnesses, Darrell Stafford, had stated to the CMH that he was the “interment foreman” which is what helped us track him down.Darrell Stafford
CMH catalog number: NEIT-420 Interview date: 13 Dec 2001
Darrell is the Internment Foreman for Arlington National Cemetery and was at work in front of the maintenance buildings with employees Darius Prather and Donald Carter when he saw the plane on 9/11. In his interview with the CMH conducted and recorded on December 13, 2001, he describes the plane as being “just about on top of” a building. The interviewer didn’t press for specific details regarding the exact location of the plane, but Darrell has now confirmed in an on-camera interview that the “building” he was describing the plane as “scraping” was the Navy Annex, and that it then flew almost “on top” of him while he stood in the parking lot just outside of the ANC maintenance buildings, which of course is the north side approach.
Quote from NEIT-420 (p. 4;emphasis added):
…..we were all about to go back to work and do some of the duties right in this area and we were kind of facing this way and I&m walking in this direction and . . . and this is just about on top of the building, scraping the building, it’s like, no, this isn’t right, basically and in that second, I was telling the guys, look out, look out, I think he’s coming in.
[…]
…and it went by, right passed out and went of there and I guess a lot of, maybe, my mind was thinking it’s really huge. I guess it was pretty big to be on top of you……The wing span was out here somewhere
Here is the flight path that Darrell drew during our June 2008 interview with him, excerpts of which are seen in National Security Alert.
CMH catalog number: NEIT-422 Interview date: 12 Dec 2001
Darius Prather is another Arlington Cemetery employee who was with witness Darrell Stafford. You can actually hear him specifically describe the plane on a north side approach to the CMH in this audio interview recorded December 12th, 2001 (emphasis added):
Prather: Up there, where that building is, right there.
CMH officer: Towards the Navy Annex…
Prather: The Navy Annex, above midway. You can see where is a little area on the roof… the lower roof […]. Right along in that area is where the American Airlines plane came directly across that, and it was only about 3 and half or 4 feet above that. We thought it was the weirdest thing. “It is too damn low”, we were saying […].
So as it came across there… and once the plane came across the building it lowered down […], it came on down in between where the gas station [CITGO] is and our parking lot. […] Then he just aimed that nose of the plane like a missile straight over the Pentagon. So as it came right there everybody just ran. I ran into the [inaudible]. […]
Here is the flight path that Darius drew during our June 2008 interview with him, excerpts of which are seen in National Security Alert.
CMH catalog number: NEIT-427 Interview date: 12 Dec 2001
William is another Arlington Cemetery employee who had a completely different vantage point from the other employees interviewed. He too described a north side approach in this recorded interview from December 12, 2001 (emphasis added):
William Middleton: As I made a turn to come back I heard this whistling noise as if it was coming behind me. So when I turned to look, I seen this big large airplane beside me.
CMH officer: Where were you at?
Middleton: Uh Patton Drive.
CMH: And where’s that positioned from here?
Middleton: That’s approximately right up the street up here.
CMH: Maybe you can take us up there?
Middleton: Yeah. I can show you the exact location where I was. And then the sound was a big whistling sound, wheeeeeuu, when I looked I seen the plane beside me and, I can’t use the language on tape that I used but I asked where in the ‘H’ is he goin? Then when I looked I seen he was kind of fighting with the plane. And he glazed over like our parking lot here and made a turn toward the Pentagon..[…]
…when it came down past the Navy Annex it came right down the center of the road here.
[…]
CMH: How high up was the plane would you estimate?
Middleton: Uh, I would say the plane couldn’t have been no more than forty feet up in the air.
CMH: Forty feet?
Middleton: Forty feet. It’s roughly about forty, he was very low because, I guess he was losing altitude because you see he was fighting with it, and then he just, once he got it straightened out the way he wanted it to go after he, he just, you could just, sounded like he opened the throttle up. Because you know how when a plane is landing how it has that little whistling sound, that’s the way it sound when it came past me like he had, slow to make his turn and then when he got where he wanted to go he just went full throttle.
William described the exact same thing to us in 2008. He described a slow banking, struggling turn towards the Pentagon directly over the ANC employee parking lot which is only reconcilable with a north side approach
Here is the flight path that William drew during our June 2008 interview with him, excerpts of which are seen in National Security Alert.
CMH catalog number: NEIT-419 Interview date: 13 Dec 2001
George Aman is yet another Arlington Cemetery employee and a confirmed, definitive north side approach witness, yet he isn’t included in the National Security Alert presentation simply due to time constraints. You can hear our 2008 audio recorded independent interview with him at the beginning of Part 2 of The North Side Flyover.
His official interview with the CMH was recorded on December 13th, 2001 when he was clearly describing the plane banking over their parking lot which corroborates everyone else and is exclusively reconcilable with a north side approach. From NEIT-419 (pp. 5,19; emphasis added):
George Aman: … So I said I’m sitting here at the desk, I open up my things here and I’m looking out and I see this big, large airplane and it looks like, I thought it was going to hit this building here. So I was just looking out here and I see this airplane coming down here and I thought it was coming, going to hit this building. And I said good God Almighty. So I’m just petrified. I’m looking. The plane flies right over the parking lot here…
[…]
CMH: when you first saw it from here to there, how long did it take?
Aman: From here to over there? Matter of seconds. When I seen he was kind of turning and gliding when he came across here, across the parking lot but when he got out right in front here, it sounded like he poured the coals to it.
It is not reasonable to suggest that he would mistake a plane on the perfectly-straight official flight path way over on the south side of the gas station traveling 460 knots as “turning and gliding” over the ANC employee parking lot right in front of him. This is particularly the case since the flight path he describes has been corroborated by everyone else at ANC. Sean Boger
CMH catalog number: NEIT-299 Interview date: 14 Nov 2001
Sean Boger was the air traffic controller in the Pentagon heliport tower right next to the alleged impact point. No questions about the flight path or exact location of the plane as it approached were asked of Sean by the CMH in this official interview from November 14th, 2001 so it’s a good thing we were able to confirm these details with him directly as shown in National Security Alert.
In this official interview from November of 2001 he admits to hitting the deck, but strangely claims he did this after watching the plane allegedly enter the building. The notion that plane hit the building is mutually exclusive with the flight path he describes observing for “between 8 and 15 seconds”, which had the plane banking to its right on the north side of the gas station. Since this flight path has been corroborated by every other witness who has been willing to go on record in an independent interview and who was in a position to judge the plane’s location in relation to that landmark, we have determined that he likely reacted as anybody would and hit the deck as soon as he realized there was a plane headed right towards him, which is what it would look like as it banked toward the Pentagon on the north side flight path.
Another important detail he conveyed in both interviews is how Bush had left from the heliport the day before and was scheduled to arrive there on 9/11 at 12:30. In his CMH interview he said (pp. 4-5):
On September 10th, it was kind of busy because the President flew out. He flew out that Monday, and whenever the President flies out, it is always a dog and pony show, you know.
You have got the Secret Service guys coming around and the dogs sniffing, and everything. So it was kind of like a big old deal. And so on September 10th, you know it was really kind of busy. And he was scheduled to come back on September 11th.
So we know it was going to be another dog and pony show, but we didn’t think it was going to happen that soon.
This “dog and pony show” he described provided the perfect distraction and excuse for complicit operatives to do whatever needed to be done to prepare for the event, including staging of the light poles. Maria De La Cerda
Maria is a career musician with the Army band. You can hear our 2008 audio-recorded independent interview with her (excerpts of which are featured in National Security Alert) in Part 2 of The North Side Flyover. In addition to supporting a north side approach in this 2008 interview she also confirms another very important point from her official interview. She told us she thought it hit “on top”, but she went even further with the CMH in 2002 by stating she thought it hit the “other side”!
Here is her quote from NEIT-567:
…And we’re facing the site that was struck. And that’s what was also weird, is that it seemed like it struck on the other side whereas I found out later, I saw it so that whatever plane that disappeared, it was it happened so quickly.
This simply does not make sense with the low and level impact into the side of the building, yet it makes perfect sense that this would be her impression if the plane flew over the building timed with a huge explosion. William Lagasse
No questions were asked pertaining to the location of the plane or the flight path during this Library of Congress interview. Nothing Sgt. Lagasse says in this interview contradicts what he told us in the interview we filmed with him on location at the gas station in 2006, excerpts from which appear in National Security Alert. An extended version of this 2006 interview can be seen in The PentaCon: Smoking Gun Version.
As explained in National Security Alert, Sgt. Lagasse is on record as far back as 2003 saying that the plane was on the north side of the gas station when he told 9/11 researcher Dick Eastman that he was on the “starboard side” of the plane. The starboard side of the plane is the right side. The only way Sgt. Lagasse could be on the starboard side of the plane is if it were on the north side flight path.
Here is the flight path Sgt. Lagasse drew for us during our 2006 interview. As seen in National Security Alert, he told us he was “100 percent certain that the plane flew on the north side of the station, and said he would “bet [his] life” on it.
Sgt. Lagasse has been made aware of the implications of the plane flying on the north side of the gas station. He still stands by his account, and has said that he would testify to the plane flying on the north side of the station in a court of law. Chadwick Brooks
No questions were asked regarding the location of the plane or the flight path, so nothing in this interview contradicts what Sgt. Brooks told us about the north side approach in 2006. However, in this official interview he does state that he watched the plane hit light poles. A plane on the north side of the gas station cannot hit the light poles; the two claims are mutually exclusive. He cleared up this discrepancy for us in person, on camera and on location, admitting that he did not see the plane hit the light poles, as it was quite clear that the light poles were not even visible to him from that distance.
Our complete independent interview with Sgt. Brooks, filmed in 2006, can be viewed in The PentaCon: Smoking Gun Version. Sgt. Brooks has seen this video, and told us that it was an “eye-opener,” and that “anything is possible” in terms of him being fooled about the impact. He still stands by his account of the plane flying on the north side of the station, and has said that he would testify to this in a court of law.
As seen in National Security Alert, here is the flight path that Sgt. Brooks drew during our 2006 interview.
Roosevelt’s is one of the most important accounts presented since he actually witnessed the plane flying away from the building immediately after the explosion.
In this official interview, recorded only a few weeks after the event, you can hear Roosevelt describe it as what he thought was a “second plane.”
The pertinent details regarding timing, altitude, and description were confirmed in our independent audio interview recorded in 2008, which can be heard in Part 2 of our presentation The North Side Flyover. Excerpts of this interview are also featured in our video National Security Alert.
We now know for a fact that the only explanation for the “commercial aircraft” that he describes at about “50 feet” altitude banking and flying away from the building immediately after the explosion could only have been the same attack jet that everyone else witnessed banking on the north side flight path seconds earlier on its approach toward the Pentagon.
Evidence >> Download National Security Alert for free + create or purchase DVD copies
Here is how you can create/obtain copies of National Security Alert on DVD.OPTION 1: Download National Security Alert for free, create an ISO image from that AVI file, and burn it to DVD
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Simply follow that link, scroll down to the “Download” button just beneath the video description, click it, and choose “SD 640 x 432.” You can also download the smaller mobile version if you’d like, although it is not suitabe for DVD production.
Second, create an ISO Image file from the AVI file
While many home DVD players (especially newer ones) will play AVI files, some will not. Therefore, we do not recommend burning the AVI file directly to DVD (unless you are simply archiving it or giving it to someone for them to store/play on their own computer). We recommend creating universally-playable DVDs like the ones you buy at the store. This way you can hand the DVDs that you create to anyone without having to worry about whether or not their DVD player is going to be compatible.
To do this, you must first create an ISO Image file out of the original AVI video. You can then burn that ISO file to DVD, and that DVD should then be playable in any (or at least virtually any) DVD player, regardless of make and model.
There are numerous free programs which can be used to create your ISO Image file, such as DVD Flick or DVD Styler.
Finally, Burn your ISO image file to DVD
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Frequently Asked Questions » If Flight 77 did not hit the building what happened to its passengers and crew?
Let’s be clear: we have never claimed that the low-flying plane seen by all of the witnesses that we interviewed was actually American Airlines Flight 77, nor do we believe that to be the case. Even the 9/11 Commission Report acknowledges that AA77 was completely lost from radar as early as 8:56. On p. 8-9 they write:
At 8:51, American 77 transmitted its last routine radio communication. … At 8:54, the aircraft deviated from its assigned course, turning south. Two minutes later the transponder was turned off and even primary radar contact with the aircraft was lost. The Indianapolis Air Traffic Control Center repeatedly tried and failed to contact the aircraft. American Airlines dispatchers also tried, without success.[1]
This occured near the Kentucky-Ohio border, almost 300 miles west of the Pentagon, as depicted in the following image released shortly after 9/11 by Flight Explorer, a Virginia-based company whose commercial software uses FAA air traffic control reports, which are updated as often as every 10 seconds, to track airplanes’ locations, speed, altitude and more in near real-time.[2][3][4]
The Pentagon is located right next to Reagan National Airport, which is labeled “DCA” in the image above. AA77 was nowhere near the Pentagon when it vanished.
The transcript of alleged radio communications with AA77, published by the New York Times in October of 2001, tells the same story: AA77 makes its final transmission just before 8:51, after which time it is never heard from again, despite repeated attempts by personnel at both Indianapolis Center and American Airlines to re-establish contact.[5]
There is no independent or verifiable evidence in the public domain, official or otherwise, proving what happened to AA77 after 8:56-8:57. The plane that eventually appeared in the airspace over Arlington and Washington D.C. shortly after 9:30, which is falsely alleged to have crashed into the Pentagon, was never positively identified. This too is repeatedly acknowledged by the 9/11 Commission:
“At 9:32 … Several of the Dulles controllers observed a primary radar target tracking eastbound at a high rate of speed and notified Reagan National Airport. FAA personnel at both Reagan National and Dulles airports notified the Secret Service. The aircraft’s identity or type was unknown.” (p. 25)
“At 9:36, the FAA’s Boston Center called NEADS and relayed the discovery about an unidentified aircraft closing in on Washington” (p. 27)
“After the 9:36 call to NEADS about the unidentified aircraft a few miles from the White House, the Langley fighers were ordered to Washington, D.C.” (p. 27)
“[The military] had at most one or two minutes to react to the unidentified plane approach Washington, and the fighters were in the wrong place to be able to help.” (p. 34)
Video of a radar screen aired by 20/20 during a report featuring interview clips of Danielle O’Brien, Oct 2001
It’s also corroborated by air traffic controllers working out of nearby Washington Dulles International Airport that morning, such as Todd Lewis, who told Dateline:
One of my colleagues saw a target moving quite fast from the northwest to the southeast. So, we all started watching that target, and she notified the supervisor. But nobody knew that was a commercial flight at the time. Nobody knew that it was American 77. … I thought it was a military flight.” [6]
His colleague, Danielle O’Brien, recalled:
“We started moving the planes in as quickly as we could. … Then I noticed the aircraft. It was an unidentified plane to the southwest of Dulles, moving at a very high rate of speed … I had literally a blip and nothing more.” [7]
During our multi-year, independent investigation, we have personally interviewed dozens of eyewitnesses who saw this plane — which they describe as a large, twin-engine jet — minutes later, as it flew at just above tree-top level over Arlington in its final moments before reaching the Pentagon.
Stills from our on-location interviews with eyewitnesses Bill Lagasse, Robert Turcios, Edward Paik, & Chad Brooks
While reports vary regarding its exact colors and markings, many insist that the plane did not look like an American Airlines jet, and a number of them describe it as predominantly white or off-white in color.[8]
Because there is not a clear enough consensus among the witnesses regarding how the plane was painted, we stop short of claiming to conclusively know the exact details, but we do feel that the evidence is very strong that this unidentified plane did not look like a signature silver American Airlines 757, with blue and red stripes down the side and a big “AA” on the tail.
More importantly, what the aggregated witness reports and the body of evidence as a whole are (extremely) clear on is that the plane approached on a flight path that makes it physically impossible for it to have caused ANY of the documented damage inside and outside of the building. It could not have and did not hit the building. This is why it was seen flying away immediately after the explosion by multiple-eyewitnesses, such as Officer Roosevelt Roberts Jr, and why cab driver Lloyde England’s story completely fell apart under scrutiny.https://player.vimeo.com/video/4777716?title=0&byline=0&portrait=0Our documentary National Security Alert features video-recorded interviews with eyewitnesses in the absolute best locations to judge where the plane flew in its final seconds before and after the explosion and alleged “impact” at the Pentagon, and much, much more.
So, there is no reason to believe that this unidentified plane was American Airlines Flight 77, and an abundance of evidence that it was not.
In no way does the fact that average citizens lack the access and resources to discover the true fate of AA77 change or undermine the evidence that is already a matter of public record which proves that it did not hit the Pentagon, and thus that 9/11 was a full-blown “false flag” black op.
We always caution against speculation, but for those who are simply looking to get a plausible idea of what might have happened to AA77, we believe Operation Northwoods provides a prototype.
Operation Northwoods
Here is how Operation Northwoods was described in an ABC News article in 2001, shortly after the declassified documents were uncovered:
In the early 1960s, America’s top military leaders reportedly drafted plans to kill innocent people and commit acts of terrorism in U.S. cities to create public support for a war against Cuba.
Code named Operation Northwoods, the plans reportedly included the possible assassination of Cuban émigrés, sinking boats of Cuban refugees on the high seas, hijacking planes, blowing up a U.S. ship, and even orchestrating violent terrorism in U.S. cities.
The plans were developed as ways to trick the American public and the international community into supporting a war to oust Cuba’s then new leader, communist Fidel Castro.
America’s top military brass even contemplated causing U.S. military casualties, writing: “We could blow up a U.S. ship in Guantanamo Bay and blame Cuba,” and, “casualty lists in U.S. newspapers would cause a helpful wave of national indignation.”
(…)
The plans had the written approval of all of the Joint Chiefs of Staff and were presented to President Kennedy’s defense secretary, Robert McNamara, in March 1962. But they apparently were rejected by the civilian leadership and have gone undisclosed for nearly 40 years.[9]
Scanned copies of the full declassified Operation Northwoods documents are available online[10] and are an absolute must read for anyone trying to wrap their minds around the 9/11 deception as a whole, but sections eight and nine are particularly relevant to the Pentagon event and potential fate of Flight 77:
8. It is possible to create an incident which will demonstrate convincingly that a Cuban aircraft has attacked and shot down a chartered civil airliner enroute from the United States to Jamaica, Guatemala, Panama or Venezuela. The destination would be chosen only to cause the flight plan route to cross Cuba. The passengers could be a group of college students off on a holiday or any grouping of persons with a common interest to support chartering a non-scheduled flight.
a. An aircraft at Eglin AFB would be painted and numbered as an exact duplicate for a civil registered aircraft belonging to a CIA proprietary organization in the Miami area. At a designated time the duplicate would be substituted for the actual civil aircraft and would be loaded with the selected passengers, all boarded under carefully prepared aliases. The actual registered aircraft would be converted to a drone.
b. Take off times of the drone aircraft and the actual aircraft will be scheduled to allow a rendezvous south of Florida. From the rendezvous point the passenger-carrying aircraft will descend to minimum altitude and go directly into an auxiliary field at Eglin AFB where arrangements will have been made to evacuate the passengers and return the aircraft to its original status. The drone aircraft meanwhile will continue to fly the filed flight plan. When over Cuba the drone will being transmitting on the international distress frequency a “MAY DAY” message stating he is under attack by Cuban MIG aircraft. The transmission will be interrupted by destruction of the aircraft which will be triggered by radio signal. This will allow ICAO radio stations in the Western Hemisphere to tell the US what has happened to the aircraft instead of the US trying to “sell” the incident.
9. It Is possible to create an incident which will make it appear that Communist Cuban MIGs have destroyed a USAF aircraft over international waters in an unprovoked attack.
a. Approximately 4 or 5 F-101 aircraft will be dispatched in trail from Homestead AFB, Florida, to the vicinity of Cuba. Their mission will be to reverse course and simulate fakir aircraft for an air defense exercise in southern Florida. These aircraft would conduct variations of these flights at frequent Intervals. Crews would be briefed to remain at least 12 miles off the Cuban coast; however, they would be required to carry live ammunition in the event that hostile actions were taken by the Cuban MIGs.
b. On one such flight, a pre-briefed pilot would fly tail-end Charley at considerable interval between aircraft. While near the Cuban Island this pilot would broadcast that he had been jumped by MIGs and was going down. No other calls would be made. The pilot would then fly directly west at extremely low altitude and land at a secure base, an Eglin auxiliary. The aircraft would be met by the proper people, quickly stored and given a new tail number. The pilot who had performed the mission under an alias, would resume his proper identity and return to his normal place of business. The pilot and aircraft would then have disappeared.
c. At precisely the same time that the aircraft was presumably shot down a submarine or small surface craft would disburse F-101 parts, parachute, etc., at approximately 15 to 20 miles off the Cuban coast and depart. The pilots returning to Homestead would have a true story as far as they knew. Search ships and aircraft could be dispatched and parts of aircraft found.[10]
As of early 2001, Flight Explorer’s client roster reportedly already included the FAA, American Airlines, Cessna, Federal Express, Reno Air, Hertz, Lucent, WorldCom, Raytheon, Swissair, UPS, TRW and airport authorities in more than two dozen states. See: Michael P. Bruno, “Flight Explorer Flying Solo,” Washington Post, January 17, 2001, cached from flightexplorer.com
In the immediate aftermath of 9/11, the The Washington Post reported that the Federal Aviation Administration (FAA) was “referring media requests for flight patterns to Flight Explorer, which provided the data free.” See: Ellen McCarthy, “Media Organizations Tap Fairfax Firm for Attack Coverage,” Washington Post, September 13, 2001, cached from the original (now dead) by archive.org on September 23, 2001.
“Air Traffic Controllers Recall 9/11,” ABC News, October 24, 2001. Danielle O’Brien quotes printed in that article are taken from a video-recorded interview, snippets of which aired on the show 20/20 the same day. That 20/20 TV report is currently available on YouTube, and a transcript is available on WebCite, archived from original.
See our presentation “Flight 77: The White Plane” for a few examples of witnesses whose descriptions of the plane’s apperance are not consistent AA77 or any other American Airlines jet.
Want a serious although circumstantial evidence-based possibility as to what happened to passengers and crews of the “hijacked” airlines. Check out the following information!
Operation Terror -Watch Movie Well worth watching this movie if you want an interesting, if not shocking for the average person, overview of a likely 9/11 Truth movement view of what really happened concerning 9/11.
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