South Tower Aircraft – The Evidence Revealed

Compiled and Written by Robert Rice

Darleen Druyun, Person Of Interest

Darleen Druyun

Darleen Druyun on Wikipedia

Darleen Druyun, former No. 2 acquisition executive for the Air Force and future Boeing vice president, was sentenced to 9 months for treason – re: modified Boeing aircraft.

News Source:
Former Air Force buyer jailed over Boeing deal

ALEXANDRIA, Virginia (Reuters) — The U.S. Air Force’s former No. 2 weapons buyer was sentenced to nine months in prison on Friday after telling the court she had given Boeing Co. a rival’s secret data and inflated weapons deals to ingratiate herself with the company, her future employer.

The disclosure of Darleen Druyun’s efforts on behalf of Boeing could spark a new round of ethical, legal and business headaches for the Chicago-based aerospace giant, the Pentagon’s No. 2 supplier after Lockheed Martin Corp.

Druyun, 56, tearfully acknowledged before Federal District Judge T.S. Ellis she had agreed to a higher price than she thought was appropriate for what became a $23.5 billion plan to acquire modified Boeing 767 aircraft as refueling tankers.

Ex-Pentagon procurement executive gets jail time

Now, interestingly enough, on 9/11, she chaired the NATO E-3A Airborne Warning and Control System (AWACS) program which co-ordinated the ‘red team’ attack using the Boeing controlled Iridium satellite network.

Google Search on Darleen Druyun and AWACS
Iridium Aviation Security Communications System
David Hawkins on 9/11 War Games (Cached)

Let’s be clear about one thing. The plane which hit the south tower was not and could not possibly have been Flight 175 piloted by Arab Islamic extremist terrorists. That’s established fact, based on first hand, recorded in real time, physical reality. The plane that hit the south tower was not Flight 175.

Aircraft Measurements
Aircraft Scale
As we saw in “The Wrong Plane”, the nose section of a 200 series, A, is shorter than the wing assembly, B. Whereas for the 300 series A is longer than B.
767-200 => A:B = 190:200 = 0.95:1, i.e. A is less than B
767-300 => A:B = 221:200 = 1.105:1, i.e. A is greater than B

While the NIST frames give us A:B = 20.76:19.91 = 1.04:1
(remember that these are Lower Limit Values, see Tech Notes),
in other words, A is greater than B

Therefore: This plane’s fuselage is too long to be a Boeing 767-200.

Ergo: The plane that hit the South Tower was not N612UA. It was not Flight 175!

Here’s the same comparison yet again, from yet another perspective.
South Tower Aircraft
Aircraft Scale
Actual Flight 175
Medium –
Large –
United Airlines
Boeing 767-222
New York – John F. Kennedy International (Idlewild) (JFK / KJFK)
USA – New York, April 28, 2001

Tech Notes:
Of course, doing a dimensional analysis like this is like walking into a minefield. A thousand people could repeat the process and you’d be lucky to get two sets of matching figures. “The World is Wide”, says my friend Walter paraphrasing the Heisenberg Uncertainty Principle. So to prevent any quibbling, the figures shown represent the lower limit values for the ratio A:B. In other words, we’ve been as generous as is reasonably possible in defining the distance B (the left-hand line barely touches the rear wing-tips, while the middle line has been set just past where the leading edge of the wing meets the fuselage) and strict in defining A (the right-hand line is set where the nose touches the building, though it clearly goes beyond this point). Nevertheless, this still gives us a value for A that is greater than B.

There may also be a difference in dimensions depending on how the images have been obtained. Though irrespective of the method employed you’ll still get a value for the ratio A:B that is greater than 1.
Flash Seen Prior to Impact of Second Plane

4 Angle Footage
Flash Sequence

Split Images of 2nd Aircraft

Flash Frame (two separate cameras and angles, though it was recorded from 4 total)
9/11 Aircraft Impact Video
9/11 Aircraft Impact with Closeup

Context and framing is everything.
Two Images of Mystery
Flight 175 Odd Anomalies

Most definitely, “There Is An Incendiary Device On The 2nd Plane”.

It’s conclusive.
If controlled demolition of the twin towers is firmly established, which it has been, once again based on first hand, recorded in real time physical reality – and, if it can be conclusively shown that this plane was something other than flight 175, which it has also, then the purpose of this aircraft becomes clear, by rational, logical, deductive reasoning.

South Tower Fireball

The plane was not flown by poorly trained Arabs on a mission from Osama bin Laden because they “hate our freedoms”. In fact, there was nobody on board that plane at all.

Quotes from Flight Instructors:
Mohammed Atta: “His attention span was zero.”
Khalid Al-Mihdhar: “We didn’t kick him out, but he didn’t live up to our standards.”
Marwan Al-Shehhi: “He was dropped because of his limited English and incompetence at the controls.”
Salem Al-Hazmi: “We advised him to quit after two lessons.”
Hani Hanjour: “His English was horrible, and his mechanical skills were even worse. It was like he had hardly even ever driven a car. I’m still to this day amazed that he could have flown into the Pentagon. He could not fly at all.”

CNN Footage of Aircraft Impact
Speed of Aircraft (575 MPH) Long Approach
Oil Wars and Oil Hegemony

Split Images of 2nd Aircraft

Flight 175 Montage

Approaching Aircraft

Flight 175 Photo

NY Times Image

Evan Fairbanks ABC Video frame (yet another camera and angle)
CNN/ABC video slow motion (present through all the frames)
Incoming Aircraft Approaching Tower (CameraPlanet)

For a response to “debunking” efforts, please read this article.
Upon careful examination, Boeing refuses to clarify, citing “National Security”

One morning last February a young reader came into the head offices of with an idea in his head that had occurred to him as he was looking attentively at the videos and photos on 9/11.

There are reader/discoverers. They’re readers who get a chance to bring news out—provide their newspapers with an exclusive story. It is initiative which is gratefully received. These readers are efficient spontaneous reporters. That’s what’s happened in the case of the mystery of the plane which crashed into the WTC in new York on 11 September 2001.

The reader who walked into the editing room of that winter’s morning with photos under his arm was attended to by Josep Maria Calvet. The reader, who has asked to remain anonymously as R.R., asked the journalist to look hard at some of the details in the photos: two strange shapes which appeared below the aircraft.

This is how the reporters’ work started off the results of which were published in articles in “La Vanguardia” on 22 June and 13 July 2003, and as I commented at the request of a reader, in the last article before the summer holiday season, published on 27 July 2003.

One function of the readers’ ombudsman explained in La Vanguardia statutes is to describe the procedure the journalist follows in preparing, elaborating and publishing the story he takes up. The circumstances of this case beg telling the inside story of these reports.

Did “La Vanguardia” come up with this? How did the reporters find out about the mystery of the plane?

Two days after R.R.’s visit, the editorial office contacted Eduardo Martín de Pozuelo to ask him have a look and give his opinion on the shapes or bumps to be seen in the images of the plane seconds before it crashed into the skyscaper.

The office checked that the photos had not been manipulated in any way and that they coincided with the ones held in the newspaper’s archives. It was true. There were strange “shapes” or “bumps”.

Martín de Pozuelo set to work. He had a meeting with R.R. and Calvet at La head office. They spent two long afternoons poring over the photos, videos and all the visual material they could get together on the attack on the twin towers in New York. What conclusion did they come to?

They noticed evidence of shapes present on the fuselage of the plane. They couldn’t tell what on earth it was.

Martín de Pozeulo has told the ombudsman that he did not think it was opportune to publish anything as yet on the subject. Data and reliable sources were missing. He says about these “shapes”:

“It looked like an optical effect but as that was a totally subjective opinion I showed the photos to fellow photographers and asked them to give their opinion as image experts. They swung between the hypothesis of an optical effect or an added object, as I did. The reporters persevered.

They consulted another expert, Amparo Sacristán, an image and microelectronics specialist at the Universitat Politècnica de Catalunya. Her first appraisal encouraged them to go on in their investigation. Doctor Sacristán performed a digital analysis of the photos and concluded that they were shapes not reflections brilliance. The results of this new stage were surprising and disconcerting.

Xavier Mas de Xaxàs, who was working as a correspondent for the “La Vanguardia” in the United States on the 11 September 2001, searched for news, published or unpublished, which could throw some light on the matter. He was gathering information on the poor security at Logan airport (Washington).

Meanwhile Martín de Pozuelo consulted aviation experts—among them an aeronautical engineer who asked not to be identified, due to his rank. He spent all one morning analising the photos in the “La Vanguardia”. His pronouncement reinforced the hypothesis of something added to the fuselage.

The two reporters conducting the investigation were not convinced, of course. They were sceptical. They decided to take it one step further to dispel all doubt. They turned to US sources. The Boeing company in Seattle agreed to have a look at the photos and give their conclusions. The photographs were sent electronically from “La Vanguardia”.

For ten days, by telephone and electronic mail, the company responded whenever called by the two “La Vanguardia” newsmen, as the photos were studied by various departments at the company. Finally, from Seattle, back came a surprising, enigmatic reply: “We are not able to tell you what it is. Security reasons.”

It was then that the newsmen decided there was enough to report to “La Vanguardia” readers. The text and photos were handed in to the newspaper’s editorial office to assess whether to publish a first report. It was released in the June 22 issue. It caused an impact, even in the United States, where the translation of the “La Vanguardia” article was hung on a web site dedicated to 9/11.

The two reporters then asked Boeing once more: “Is there any further news?” Answer: “No answer for security reasons”. A negative reply which does not clear up the mystery. And so they continue to investigate.
The Impossibility of Flying Heavy Aircraft without Training
21 Feb 2006, Nila Sagadevan
Scholars for 9/11 Truth Article


Did the Bush Administration Lie to Congress and the 9/11 Commission?
9/11: Missing Black Boxes in World Trade Center Attacks Found by Firefighters, Analyzed by NTSB, Concealed by FBI


One of the more puzzling mysteries of 9-11 is what ever happened to the flight recorders of the two planes that hit the World Trade Center towers. Now it appears that they may not be missing at all.

Counterpunch has learned that the FBI has them.

Flight recorders (commonly known as black boxes, though these days they are generally bright orange) are required on all passenger planes. There are always two-a flight data recorder that keeps track of a plane’s speed, altitude, course and maneuvers, and a cockpit voice recorder which keeps a continuous record of the last 30 minutes of conversation inside a plane’s cockpit. These devices are constructed to be extremely durable, and are installed in a plane’s tail section, where they are least likely suffer damaged on impact. They are designed to withstand up to 30 minutes of 1800-degree heat (more than they would have faced in the twin towers crashes), and to survive a crash at full speed into the ground.

All four of the devices were recovered from the two planes that hit the Pentagon and that crashed in rural Pennsylvania. In the case of American Airlines Flight 77, which hit the Pentagon, the FBI reports that the flight data recorder survived and had recoverable information, but the voice recorder was allegedly too damaged to provide any record. In the case of United Airlines Flight 93, which hit the ground at 500 mph in Pennsylvania, the situation was reversed: the voice recorder survived but the flight data box was allegedly damaged beyond recovery.

But the FBI states, and also reported to the 9-11 Commission, that none of the recording devices from the two planes that hit the World Trade Center were ever recovered.

There has always been some skepticism about this assertion, particularly as two N.Y. City firefighters, Mike Bellone and Nicholas De Masi, claimed in 2004 that they had found three of the four boxes, and that Federal agents took them and told the two men not to mention having found them. (The FBI denies the whole story.) Moreover, these devices are almost always located after crashes, even if not in useable condition (and the cleanup of the World Trade Center was meticulous, with even tiny bone fragments and bits of human tissue being discovered so that almost all the victims were ultimately identified). As Ted Lopatkiewicz, director of public affairs at the National Transportation Safety Agency which has the job of analyzing the boxes’ data, says, “It’s very unusual not to find a recorder after a crash, although it’s also very unusual to have jets flying into buildings.”

Now there is stronger evidence that something is amiss than simply the alleged non-recovery of all four of those boxes. A source at the National Transportation Safety Board, the agency that has the task of deciphering the date from the black boxes retrieved from crash sites-including those that are being handled as crimes and fall under the jurisdiction of the FBI-says the boxes were in fact recovered and were analyzed by the NTSB.

“Off the record, we had the boxes,” the source says. “You’d have to get the official word from the FBI as to where they are, but we worked on them here.”

The official word from the NTSB is that the WTC crash site black boxes never turned up. “No recorders were recovered from the World Trade Center,” says the NTSB’s Lopatkiewicz. “At least none were delivered to us by the FBI.” He adds that the agency has “always had a good relationship’ with the FBI and that in all prior crime-related crashes or flight incidents, they have brought the boxes to the NTSB for analysis.

For its part, the FBI is still denying everything, though with curious bit of linguistic wiggle room. “To the best of my knowledge, the flight recording devices from the World Trade Center crashes were never recovered. At least we never had them,” says FBI spokesman Stephen Kodak.

What the apparent existence of the black boxes in government hands means is unclear.

If the information in those boxes is recoverable, or if, as is likely, it has been recovered already, it could give crucial evidence regarding the skill of the hijacker/pilots, perhaps of their strategy, of whether they were getting outside help in guiding them to their targets, of how fast they were flying and a host of other things.

Why would the main intelligence and law enforcement arm of the U.S. government want to hide from the public not just the available information about the two hijacked flights that provided the motivation and justification for the nation’s “War on Terror” and for its two wars against Afghanistan and Iraq, but even the fact that it has the devices which could contain that information? Conspiracy theories abound, with some claiming the planes were actually pilotless military aircraft, or that they had little or nothing to do with the building collapses. The easiest way to quash such rumors and such fevered thinking would be openness.

Instead we have the opposite: a dark secrecy that invites many questions regarding the potentially embarrassing or perhaps even sinister information that might be on those tapes.
Most probable culprit, based on the entire record of all observed phenomenon and information:
Boeing 767 Tanker

AirForce Technology Data Page
Global Security Data Page
The Boeing 767 tanker transport aircraft, designated KC-767 for the US Air Force, is a high performance version of the Boeing 767-200ER twin aisle jetliner equipped for fully integrated tanker operations. It is fitted with either boom and receptacle refuelling, hose and drogue refuelling or both. The commercial 767 first entered service in 1982 and more than 880 aircraft have been delivered. The cabin of the tanker can be configured for passenger transport, as a freighter, convertible (passenger or freighter) or Combi (passenger and freighter).

The structure incorporates new materials such as improved aluminium alloys, graphite composites and hybrid Kevlar graphite composites, which give enhanced strength, durability and longevity.

The configuration of a commercial 767 for the tanker transport role involves the installation of additional pumps and auxiliary fuel tanks together with the fuel distribution lines below the floor of the main cabin, leaving the main cabin free for cargo, passenger or both cargo and passenger transportation. The concept allows simultaneous refuelling and airlift operations or successive refuelling and airlift missions.

In the cargo configuration, the aircraft can transport 19 standard military 463-L pallets; in the passenger configuration, 200 passengers can be accommodated; and in the Combi configuration ten cargo pallets and 100 passengers can be carried.

The 767 Tanker Transport aircraft has an advanced two person all-digital flight deck.
Dark Circle under Tail (Refueling Boom Removed?)
Note that there is no such mark, tail skid, or avionics blade antenna at that location for a normal Boeing 767-200, and therefore nothing else to account for this perfectly circular blemish visible in both the still photo and the CNN freeze frame.

Flight 175 Closeup
German Engineers Fireball and Kerosene (Jet Fuel) Smoke Cloud Magnitude Analysis
(note that they came to the conclusion that a 767-200 fully fueled for a cross-continental trip to LA could NOT have contained a sufficient amount of fuel to account for the fireball and smoke cloud observed – without knowledge of the Tanker Transport or of of the extra equipment [pod and pipe structure] retrofitted to it.

Click for enlarged photos
German Research

German Research


Standard Military 463-L Fuel Cargo Pallet
“In the cargo configuration, the aircraft can transport 19 standard military 463-L pallets; in the passenger configuration, 200 passengers can be accommodated; and in the Combi configuration ten cargo pallets and 100 passengers can be carried.”

Pallet Dimensions
Width: 108 inches. Length: 88 inches.
Height: 2 1/4 inches.

Pallet Usable Dimensions
Width: 104 inches. Length: 84 inches.

Pallet Weight, Empty 290 lbs
Weight of Nets (side and top) 65 lbs
Maximum Cargo Weight 10,000 lbs
Desired Load Capacity 7,500 lbs
Maximum Gross Weight 10,355 lbs

Cargo System Data Page

The structure incorporates new materials such as improved aluminium alloys, graphite composites and hybrid Kevlar graphite composites, which give enhanced strength, durability and longevity.

The configuration of a commercial 767 for the tanker transport role involves the installation of additional pumps and auxiliary fuel tanks together with the fuel distribution lines below the floor of the main cabin, leaving the main cabin free for cargo, passenger or both cargo and passenger transportation. The concept allows simultaneous refuelling and airlift operations or successive refuelling and airlift missions.

In the cargo configuration, the aircraft can transport 19 standard military 463-L pallets; in the passenger configuration, 200 passengers can be accommodated; and in the Combi configuration ten cargo pallets and 100 passengers can be carried.

Dov Zakheim
In a document called “Rebuilding America’s Defenses: Strategy, Forces and Resources for a New Century” published by The American Enterprise’s “Project for a New American Century”(1), System Planning Corporation (SPC) International executive, Dov Zakheim, called for “some catastrophic and catalyzing event – like a new Pearl Harbor” being necessary to foster the frame of mind needed for the American public to support a war in the Middle East that would politically and culturally reshape the region. A respected and established voice in the intelligence community, his views were eagerly accepted, and Dov went from his position at Systems Planning Corporation to become the Comptroller of the Pentagon in May 2001. (2) Perhaps not so coincidentally, it was an SPC subsidiary, TRIDATA CORPORATION, that oversaw the investigation after the terrorist attack on the World Trade Center in 1993.

SPC, according to their official website, specializes in many areas of defense technology production and manufacture, including a system developed by their Radar Physics Group called the Flight Termination System, or FTS.(3) This is a system used to destroy target drones (craft that would be fired on by test aircraft or weaponry) in the event of malfunction or “misses”. This highly sophisticated war-game technology allows the control of several ‘drones’ from a remote location, on varying frequencies, and has a range of several hundred miles. This technology can be used on many different types of aircraft, including large passenger jets.

According to the SPC website (4), a recent customer at that time was Eglin AFB, located in Florida. Eglin is very near another Air Force base in Florida-MacDill AFB, where Dov Zakheim contracted to send at least 32 Boeing 767 aircraft, as part of the Boeing /Pentagon tanker lease agreement.(5)

As the events of September 11, 2001 occurred, little was mentioned about these strange connections, and the possible motives and proximity of Dov Zakheim and his group. Since there was little physical evidence remaining after the events, investigators were left only with photographic and anecdotal evidence.

This is a photograph of the Flight Termination System module, from their site.(5). Note it has a cylindrical shape, and is consistent with the size and shape of the object observed under the fuselage of flight 175.

The Boeing lease deal involved the replacement of the aging KC-135 tanker fleet with these smaller, more efficient Boeing 767s that were to be leased by Dov Zakheim’s group. The planes were to be refitted with refueling equipment, including lines and nozzle assemblies.

In this enlargement of flight 175, we can clearly see a cylindrical object under the fuselage, and a structure that appears to be attached to the right underside of the rear fuselage section.

When seen in comparison, it is obvious that the plane approaching the Trade Center has both of these structures-the FTS module and the midair refueling equipment, as configured on the modified Boeing 767 tankers. Of particular interest is the long tube-like anomalous structure under the rear fuselage area of flight 175-this structure runs along the right rear bottom of the plane, as it also does on the Boeing 767 refueling tanker pictured.

As the above diagram shows, all flights involved in the events traveled very near many military installations, and appear to have traveled in a manner suggesting guidance and possible transfer of the control of the planes among the bases during the command and control War Games Operations led by Dick Cheney.

Since the evidence from the World Trade Center site was quickly removed, there is little concrete evidence of the involvement of Dov Zakheim, who has since left his position at the Pentagon. However, the proximity of Eglin AFB to MacDill AFB in Florida and Dov Zakheim’s work via SPC contracts and the Pentagon leasing agreement on both of these installations, combined with SPC’s access to World Trade Center structural and security information from their Tridata investigation in 1993, is highly suspicious. Considering his access to Boeing 767 tankers, remote control flight systems, and his published views in the PNAC document, it seems very likely he is in fact a key figure in the alleged terrorist attacks in New York City on September 11, 2001.

SPC Logo
Systems Planning Corporation

According to their site, the system is run in one of two configurations, both centered around this, the CTS transmitter:CTS Panel
Command Transmitter System

Radar Control (FTS)
FTS Panel
Special thanks to Robert Rice for article reproduction permission.


One Response to South Tower Aircraft – The Evidence Revealed

  1. thanks for this site and its analysis on planes anomalies on 9/11 images!
    i must say that i’m publishing some writings about 9/11 on my own blog and i’m picking some images and informations in the web, normally leaving some link to the original source of the information, and your website will be one of this sources, ok?
    hope the truth to come to light, and the truth will set us free!!!

    thank you, hugs, wish you all a nice and wise life

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