Captain Duane E. Woerth, President
Captain Dennis Dolan, First Vice-President
Captain Paul Rice, Vice-President – Administration/Secretary
Captain Chris Beebe, Vice-President – Finance/Treasurer
Captain Howard Attarian, Executive Administrator
Captain Chris Lynch – Group A, First Officer Michael Geer – Group A,
Captain Joe Fagone – Group A, Captain Darryl Snider – Group A,
Captain Darryl Snider – Group A, Captain Mark Seal – Group A,
Captain J.C. Lawson – Group B1, Captain Jay Schnedorf – Group B2,
Captain Mike Milofsky – Group C1, Captain Tom Wychor – Group C2
Captain Kent Hardisty – Group D
Associate Member Glen Stanish
ALPA Member 0933457
I have been a proud member of the Air Line Pilots Association for almost 16 years having flown for U.S. Carriers USAir Express, Jetstream International now known as PSA Airlines, TWA, ATA and my current position as First Officer with Continental Airlines. During my stay at PSA, I was active in ALPA work having served as a First Officer Representative and as an LEC Secretary-Treasurer. Throughout my piloting career, I have tried to uphold the published ALPA Canons of professional airmanship, safety and comfort of passengers and crew, and my obligations to the company in which I am employed. I have tried to maintain the standards that ALPA has published and I have also tried to be a loyal ALPA member by being active and supportive, meeting my financial commitments of dues and assessments, and I have supported my ALPA brethren throughout their collective bargaining efforts and never attempted to undermine them. I am proud to wear the ALPA wings.
In the September 2006 “Official Journal of the Air Line Pilots Association, International,” AIR LINE PILOT, ALPA President Captain Woerth recalled his experiences surrounding the events of September 11 and the days immediately afterward. In the article, “Four Days in September” Captain Woerth wrote: “As we prepare to mark the fifth anniversary of Sept. 11, 2001, with the dedication of a permanent memorial outside of our Herndon, VA office, it is abundantly clear that all pilots will remember exactly where they were and what they were doing when they first became aware of what was happening on that tragic morning.”
Since that tragic morning more than five years ago, it has also become abundantly clear that many questions have been raised and at this time, many important answers are coming forward that address just what was happening on that tragic morning. Through the work and scientific analysis and conclusions of “Scholars for 911 Truth” (www.scholarsfor911truth.org) a group of concerned citizens and PhD. Level University Professors in such fields as Physics, Aeronautical Engineering, Mechanical Engineering and many other Physical and Social Sciences and whose members include several former high ranking U.S. military officers including pilots and aircraft accident investigators, ALPA members, current and former retired airline pilots and many other qualified professionals, many facts concerning the events of 911 are now coming forward and replacing the many false accounts of that fateful day that were propagated through the mainstream.
Because of the abundant resources available within ALPA, including the ALPA Accident Investigation and Engineering and Air Safety Committees, on behalf of Professor Jim Fetzer, PhD., Scholars for 911 Truth co-founder, I as an ALPA member and Associate member of Scholars for 911Truth, am writing to you, the ALPA National Officers and Executive Vice-Presidents to encourage your participation and partnership with Scholars, an organization of which I am also very proud to be a member. This is an open letter and invitation to join Scholars for 911 Truth. I firmly believe that with the resources within ALPA, its participation in the work of Scholars would help in the establishment and documentation of a more accurate account and correct historical record of September the 11th, and the corrective political measures required to be taken to restore our republic and beloved country and help to heal her deep wounds associated with 911.
Because many ALPA officers may not be aware of the work of Scholars, let me please include some of the discoveries Scholars has made. For example, USAF Colonel George Nelson (ret.), a Scholars member has written:
“The precautionary principle is based on the fact that it’s impossible to prove a false claim to be true. Failure to prove a false premise true does not automatically make it false but caution is called for, especially in the case of a world-changing event like the alleged terrorist attacks of September 11, 2001. Thus far, our government has provided the public with no physical evidence to support its claim that the attacks were the work of Muslim terrorists, or even that the aircraft that struck their targets on September 11 were positively identified. As explained below, it would be a simple matter to confirm the identity of each of the four aircraft, and until such physical proof of identity is forthcoming, no conclusions can be drawn scientifically to support the official story as being accurate. This is a precaution against rushing to judgment. At this point, it could just as easily be assumed that the 911hijackings were part of a black operation carried out with the full cooperation of elements within our government.
July, 1965 I had been commissioned a Second Lieutenant in the U.S. Air Force after taking a solemn oath that I would protect and defend the Constitution against all enemies, foreign and domestic, and that I would bear true faith and allegiance to the same. I took that oath very seriously. It was my constant companion throughout a thirty-year military career in the field of aircraft maintenance.
additional duty, aircraft maintenance officers are occasionally tasked as
members of aircraft accident investigation boards and my personal experience
was no exception. In 1989 I graduated from the Aircraft Mishap Investigation
Course at the
In all my years of direct and indirect participation, I never witnessed nor even heard of an aircraft loss, where the wreckage was accessible, that prevented investigators from finding enough hard evidence to positively identify the make, model, and specific registration number of the aircraft – and in most cases the precise cause of the accident. This is because every military and civilian passenger-carrying aircraft have many parts that are identified for safety of flight. That is, if any of the parts were to fail at any time during a flight, the failure would likely result in the catastrophic loss of aircraft and passengers. Consequently, these parts are individually controlled by a distinctive serial number and tracked by a records section called plans and scheduling.
Following a certain number of flying hours or, in the case of landing gears, a certain number takeoff-and-landing cycles, these critical parts are required to be replaced, overhauled or inspected by specialist mechanics. When these parts are installed, their serial numbers are married to the aircraft registration number in the aircraft records, and plans and scheduling section will notify maintenance specialists with a work order when the parts must be replaced. If the parts are not replaced within specified time or cycle limits the airplane will normally be grounded until the maintenance action is completed. Most of these time-change parts, whether hydraulic flight surface actuators, pumps, landing gears, engines or engine components, are virtually indestructible. It would be impossible for an ordinary fire resulting from an airplane crash to destroy or obliterate all of those critical time-change parts. I repeat, impossible.
Considering the catastrophic incidents of September 11, 2001, certain troubling but irrefutable conclusions must be drawn from the known facts, and I get no personal pleasure or satisfaction from reporting my assessment of these facts.
AMERICAN AIRLINES FLIGHT 77
This was reported to be a Boeing 757, registration number N644AA, carrying 64 people, including the flight crew and five hijackers. This aircraft, with a 125-foot wingspan, was reported to have crashed into the Pentagon, leaving an entry hole no more than 16 feet wide.
Following a cool-down of the resulting fire, this crash site would have been very easy to collect enough time-change equipment within 15 minutes to positively identify the aircraft registry. There was apparently some aerospace type of equipment found at the site but no attempt was made to produce serial numbers or to identify the specific parts found. Some of the equipment removed from the building was actually hidden from public view…
If an aluminum Boeing 757 had struck that fortified building, there would have been more aluminum on the ground outside than what went inside, yet there was little visible evidence of an airplane crash on the outside. What physical evidence that could have been of some value, was immediately carted away under cover…
With all the evidence readily available at the Pentagon crash site, any unbiased rational investigator could only conclude that a Boeing 757 DID NOT fly into the Pentagon as alleged.
In another press release dated July 11, 2006, Former Two Star General Decries Official Government Version of September 11 Attacks states:
“Major General Albert Stubblebine, at one point in his distinguished military career, was in charge of Imagery Interpretation for Scientific and Technical Intelligence admits, ‘I measured pieces of Soviet equipment from photographs…I look at the hole in the Pentagon and I look at the size of an airplane that was supposed to have hit the Pentagon. The plane does not fit in that hole. So what DID hit the Pentagon? What hit it? Where is it? What’s going on?’”
CNN Pentagon correspondent Jamie McIntyre reported from the Pentagon on September 11th:
“From my close-up inspection, there is no evidence of a plane having crashed anywhere near the Pentagon.”
Gentlemen, let me please ask you, based on your years of airline experience, your knowledge of Crew Resource Management and aircraft accident sites, if you were to have conducted a close-up inspection of the Pentagon on 911, wouldn’t you expect to find some wreckage, some evidence of Boeing 757 airframe?
Based on these accounts from US military sources, are you now, as I have had, having difficulties reconciling these accounts with your knowledge, experience and expertise?
We will return to some of Colonel George Nelson’s other accounts and conclusions concerning the other alleged hijacked flights.
recently, and even more importantly, Scholars
for 911Truth co-founder and co-chair, Brigham Young University (BYU)
Professor of Physics and 911 researcher Steven E. Jones, PhD., has conducted
Physical Analysis of the Molten Metal that was found in the basement levels of
As reported by Christopher Bollyn and forwarded to me via email:
“[Professor] Jones, a soft spoken physicist who specializes in metal- catalyzed fusion, archaeometry, and solar energy, joined the 911 research effort after being intrigued by the unexplained collapse of the 47-story WTC 7 at 5:25 p.m. on the afternoon of 9/11. Jones scientific interest was sparked after having read the August 2002 report in AMERICAN FREE PRESS that molten iron had been found in the rubble of all three collapsed WTC towers – including WTC 7.
As this reporter discovered in the summer of 2002, “literally molten steel” had been found, more than a month after the collapse, at the bases of the collapsed towers, where their load-bearing central support columns connected to the bedrock. ‘Such persistent and intense residual heat, 70 feet below the surface, could explain how these crucial structural supports failed,’ I wrote at the time.
Tully, president of Tully Construction of Flushing, New York, told this
reporter he had seen pools of ‘literally molten steel’ at the
Loizeaux, president of Controlled Demolition, Inc. (CDI) of
‘Yes,’ Loizeaux said, ‘hot spots of molten steel in the basements.’ These incredibly hot areas were found ‘at the bottoms of the elevator shafts of the main towers, down seven [basement] levels,’ Loizeaux said.
The molten steel was found ‘three, four, and five weeks later, when the rubble was being removed,’ he said. Loizeaux also confirmed that molten iron had been found in the rubble of WTC 7, the tower owned by Larry Silverstein which was neither hit by an airplane nor severely damaged, but which collapsed mysteriously in the late afternoon of 911.
[Professor] Jones began investigating the collapse of WTC 7 and the large
amounts of molten iron seen falling from the burning
‘The specifics of the fires in WTC 7 and how they caused the building to collapse remain unknown at this time,’ the FEMA-sponsored WTC Building Performance Study of 2002 concluded. ‘Although the total diesel fuel on the premises contained massive potential energy, the best hypothesis has only a low probability of occurrence,’ it said. The way the building collapsed within its own footprint suggested that it was an ‘internal collapse,’ the report said.
BYU ANALYSIS OF MOLTEN METAL
The question of what caused the 47 load-bearing central columns of the twin towers to fall has been a fundamental question about the unexplained collapses of the WTC towers. The fire-induced collapse scenario does not explain why these crucial internal box columns would have failed.
Last summer, after obtaining pieces of the hardened molten fragments from the WTC, Jones and other scientists at BYU conducted extensive laboratory tests and found that the molten metal was primarily composed of iron – with slight traces of structural steel. From the physical and photographic evidence Jones concluded that Thermite, or a similar aluminothermic process, was used to slice the central core columns and bring down the twin towers. [For photographic evidence of this process, see http://www.rumormillnews.com/cgi-bin/forum.cgi?noframes;read=87932 ]
Jones, along with 2 other physicists and a geologist at BYU, conducted Energy Dispersive Spectroscopy (EDS), X-ray Fluorescence (XRF) and Electron Microprobe analyses on the samples.
The previously molten metal samples were predominately iron, with very little chromium, Jones said, along with uncommon chemical elements in abundance such as fluorine and manganese from thermate reactions. Thermate is Thermite, which is powdered aluminum and ferrous oxide, with 2 percent sulfer added to the mixture to increase the steel-cutting effectiveness of the reaction.
‘The results,’ Jones says in a presentation he recently gave at Idaho State University, ‘coupled with visual evidence at the scene such as the flowing yellow-hot liquid metal still red after falling about 500 feet, provide compelling evidence that Thermite reaction compounds (aluminothermics) were used, meaning Thermite was deliberately placed in both WTC Towers and WTC 7.’
Jones’ research papers are online at www.journalof911studies.com.
‘The data doesn’t lie,’ Jones said. ‘I have to speak the truth the best I know it – as a scientist I feel the responsibility to speak out.’”
Returning to the accounts of Colonel George Nelson, USAF (ret) concerning UNITED AIRLINES FLIGHT 93:
“This flight was reported by the
federal government to be a Boeing 757 aircraft, registration number N591UA,
carrying 45 persons, including four Arab hijackers who had taken control of the
aircraft, crashing the plane in a
Aerial Photos of the alleged crash site were made available to the general public. They show a smoking hole in the ground…If an aircraft crash caused the hole in the ground, there would have been literally hundreds of serially controlled time-change parts within the hole that would have proven beyond any shadow of doubt the precise tail-number or identity of the aircraft. However, the government has not produced any physical evidence that would prove beyond a doubt, the specific identity of the aircraft that allegedly crashed at the site…With all the evidence available at the Shanksville, Pennsylvania crash site, it was most doubtful that a passenger airliner caused the obvious hole in the ground and certainly not the Boeing 757 as alleged.”
I have also written an article concerning the lack of wreckage at the alleged UAL 93 crash site that includes some of the recorded eyewitness accounts from the Mayor of Shanksville and others. It also includes the ABC report that UAL 93 actually landed in Cleveland (CLE). It can be read here: http://www.rumormillnews.com/cgi-bin/forum.cgi?read=85422
Gentlemen, the above information is just a very small sample of the quality of information Scholars for 911 Truth has recorded. Many technical experts in many career fields with very high levels of education and experience have contributed their professional opinions and their accounts based on expertise that contradicts the official accounts of 911. I would highly encourage you all to take a tour of www.scholarsfor911truth.org to see for yourselves the amount of information they have accumulated and to what extent the Air Line Pilots Association, International would be able to contribute.
Based on my previous work with ALPA, I am familiar with their preference for proposed ALPA action to be presented in the form of a resolution. With that in mind, I have composed a resolution for the National Officers of ALPA and its Executive Vice-Presidents to consider in my hope of ALPA joining the efforts of Scholars for 911 Truth.
The resolution follows:
Whereas the events of September the 11th have had a deep and long-lasting negative impact on not only the airline piloting profession, but on the United States of America and the international community as a whole, and
Whereas many official accounts of the accident sites cannot be reconciled with the experience and historical record of similar sites ALPA has obtained over the years, and
Whereas recent developments through physical testing and photographic records from such highly regarded sources as Physics Professors and other scientists from BYU confirm the existence of Thermate, a highly effective incendiary commonly used in controlled demolitions was positively confirmed on WTC previously molten metal samples from WTC 1,2 and 7, and
Whereas in keeping with the Canons published by ALPA for its members which states, “…He will cooperate in the upholding of the profession by exchanging information and experience with his fellow pilots and by actively contributing to the work of professional groups and the technical press, and
Whereas in keeping with the Canons published by ALPA for its members which states: “…He will not knowingly falsify any log or record, nor will he condone such action by other crew members, and
Whereas in keeping with the Canons published by ALPA for its members which states: “An Air Line Pilot will conduct his affairs with other members of the profession and with ALPA in such a manner as to bring credit to the profession and ALPA as well as to himself, and
Whereas the importance of discovering the complete truth of September the 11th and facilitating the exposure of this truth to all for the documentation of the accurate historical record, for the betterment of mankind, cannot be overemphasized, and
Whereas ALPA would find in this noble cause a valuable and active partner in Scholars for 911 Truth,
Therefore, be it resolved that the Air Line Pilots Association, International, its National Officers and Executive Vice-Presidents, do hereby wish to join the efforts of Scholars for 911 Truth, and do hereby direct its personnel, its officers at the National, Master Executive and Local Executive levels, its resources, including but not limited to its Accident Investigation Committee and its Engineering and Air Safety Committee, to establish a working partnership and relationship with Scholars for 911 Truth, to assist and work towards the full accounting of all facts concerning the catastrophe of September the 11th, to contribute to the United States and the world for the better of mankind something larger than itself, to assist in the corrective measures required for our national direction, and to assist with the record of all historical facts concerning the events of September the 11th, 2001.
Be it further resolved that the ALPA National Officers acknowledge the importance of the above resolution and understand that the pursuit of this resolution will require hard work, dedication, perseverance, resolve and setbacks, but that these are part of a national process to heal the nation after a catastrophic event of the magnitude of September the 11th, 2001.
Gentlemen, it is my sincere hope that ALPA will pursue a working relationship with Scholars for 911 Truth and will share with them what it knows concerning all aviation related matters associated with 911. For ALPA to be involved and assist with this process would make me and many of my colleagues even more proud to wear the ALPA wings again.
Scholars for 911 Truth co-founder, Professor James H. Fetzer, PhD., has endorsed this letter and has recommended that Colonel George Nelson, USAF (ret.) and I act as liaison with the Air Line Pilots Association, International.
Glen R. Stanish
ALPA Member 0933457
Scholars for 911 Truth, Associate Member