Hear! Hear! for John Lear on 9-11 Affidavit

July 15, 2014

Hear! Hear! for John Lear on 9-11

‘Memorial in Light’ Photo Credit: OneVisionPhoto.com

I have enjoyed all the interviews I’ve seen with John Lear. I like his energy. And I like his truth.

Thank you, John, for coming forward with this comprehensive, credible testimony. Hopefully a few more people will recognize the reality of 9-11 now for what it is; an inside job, and a hideous, greedy, merciless crime that continues to kill innocent people thirteen years later.

Those of us who knew that much of what the lamestream media shared was lies, and the absurd ‘wreckage’ that just ‘happened’ to appear from time to time was planted (and to us, a joke)… John confirms that.

Judgement day looms ever closer—and don’t anyone say we shouldn’t judge! Spare us your holier-than-thou sermon. Humanity DOES get to judge these animals for ALL their crimes against us across the ages and we will see they are punished accordingly. That is our RIGHT. Anyone who doesn’t want to participate can bow out, but there are many who, when they learn the scope of what has happened and who is responsible for the unspeakable pain and misery… they will demand retribution.

Then… we will forgive, heal, and move on, but first—people need to wake up.  For those who ask, “How could they do that?”  Easy. In Princess Diana’s words, “They’re not human. ”  ~ BP

9/11 Airplane Affidavit By John Lear, Son Of Learjet Inventor

UNITED STATES DISTRICT COURT

SOUTHERN DISTRICT OF NEW YORK

Defendants. :

AFFIDAVIT

STATE OF NEVADA :

COUNTY OF CLARK :

JOHN LEAR, of full age, being duly sworn, deposes and says:

I

1. I am 65 years of age, a retired airline captain and former CIA pilot with over 19,000 hours of flight time, over 11,000 of which are in command of 3 or 4 engine jet transports, have flown over 100 different types

of aircraft in 60 different countries around the world. I retired in 2001 after 40 years of flying.

2. I am the son of Learjet inventor, Bill Lear, and hold more FAA airman certificates than any other FAA certificated airman. These include the Airline Transport Pilot certificate with 23 type ratings, Flight Instructor, Flight Engineer, Flight Navigator, Ground Instructor, Aircraft Dispatcher, Control Tower Operator and Parachute Rigger.

3. I flew secret missions for the CIA in Southeast Asia, Eastern Europe, the Middle East and Africa between 1967 and 1983.

4. During the last 17 years of my career I worked for several passenger and cargo airlines as Captain, Check Airman and Instructor. I was certificated by the FAA as a North Atlantic (MNPS) Check Airman. I have extensive experience as command pilot and instructor in the Boeing 707, Douglas DC-8 and Lockheed L-1011.

5. I checked out as Captain on a Boeing 707 in 1973 and Captain on the Lockheed L-1011 in 1985.

6. I hold 17 world records including Speed Around the World in a Lear Jet Model 24 set in 1966 and was presented the PATCO (Professional Air Traffic Controller’s Association) award for Outstanding Airmanship in 1968. I am a Senior Vice-Commander of the China Post 1, the American

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Legions Post for “Soldiers of Fortune”, a 24 year member of the Special Operations Association and member of Pilotfor911truth.org.

7. I have 4 daughters, 3 grandchildren and live with my wife of 37 years, Las Vegas business woman Marilee Lear in Las Vegas, Nevada.

II.

8. No Boeing 767 airliners hit the Twin Towers as fraudulently alleged by the government, media, NIST and its contractors. Such crashes did not occur because they are physically impossible as depicted for the following reasons:

A. In the case of UAL 175 going into the south tower, a real Boeing 767 would have begun ‘telescoping’ when the nose hit the 14 inch steel columns which are 39 inches on center. The vertical and horizontal tail would have instantaneously separated from the aircraft, hit the steel box columns and fallen to the ground.

B. The engines when impacting the steel columns would have maintained their general shape and either fallen to the ground or been recovered in the debris of the collapsed building. One alleged engine part was found on Murray Street but there should be three other engine cores weighing over 9000 pounds each. Normal operating temperatures for these engines are 650°C so they could not possibly have burned up. This is a photo of a similar sized engine from a McDonnell-Douglas MD-11 which impacted the ocean at a high rate of speed. You can see that the engine remains generally intact.(photo, www.cbsnews.com/stories/2003/03/27/world/main546355. shtml)

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C. When and if the nose of an airplane came in contact with the buildings 14 inch by 14 inch steel box columns and then, 37 feet beyond, the steel box columns of the building core the momentum of the wings would have slowed drastically depriving them of the energy to penetrate the exterior steel box columns. The spars of the wing, which extend outward, could not possibly have penetrated the 14 inch by 14 inch steel box columns placed 39 inches on center and would have crashed to the ground.

D. The argument that the energy of the mass of the Boeing 767 at a speed of 540 mph fails because:

a. No Boeing 767 could attain that speed at 1000 feet above sea level because of parasite drag which doubles with velocity and parasite power which cubes with velocity.

b. The fan portion of the engine is not designed to accept the volume of dense air at that altitude and speed.

E. The piece of alleged external fuselage containing 3 or 4 window cutouts is inconsistent with an airplane that hit 14 inch steel box columns, placed 39 inches in center, at over 500 mph. This

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fuselage section would be telescopically crumpled had it actually penetrated the building as depicted in the CNN video. It is impossible for it to have then re-emerged from the building and then fallen intact and unburned as depicted.

F. The Purdue video fails because no significant part of the Boeing 767 or engine thereon could have penetrated the 14 inch steel columns and 37 feet beyond the massive core of the tower without part of it falling to the ground. The Purdue video misrepresents the construction of the core of the building and depicts unidentified parts of the airplane snapping the core columns which were 12″x36″. The Purdue video also misrepresents what would happen to the tail when the alleged fuselage contacted the core. The tail would instantaneously separate from the empennage (aft fuselage). Further, the Purdue video misrepresents, indeed it fails to show, the wing box or center section of the wing in the collision with the core. The wing box is a very strong unit designed to hold the wings together and is an integral portion of the fuselage. The wing box is designed to help distribute the loads of the wings up-and-down flexing in flight.

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G. My analysis of the alleged cutout made by the Boeing 767 shows that many of the 14-inch exterior steel box columns which are shown as severed horizontally, do not match up with the position of the wings. Further, several of the columns through which the horizontal tail allegedly disappeared are not severed or broken. In addition, the wing tips of the Boeing 767 being of less robust construction than the inner portions of the wings could not possibly have made the cookie-cutter pattern as shown in the aftermath photos. The wing tips would have been stopped by the 14 inch steel box columns and fallen to the ground.

H. The debris of the Boeing 767, as found after the collapse, was not consistent with actual debris had there really been a crash. Massive forgings, spars from both the wing and horizontal and vertical stabilizers, landing gear retract cylinders, landing gear struts, hydraulic reservoirs and bogeys oxygen bottles, a massive keel beam, bulkheads and the wing box itself cold not possibly have ‘evaporated’ even in a high intensity fire. The debris of the collapse should have contained massive sections of the Boeing 767, including 3 engine cores weighing approximately 9000 pounds apiece which could not have been hidden. Yet there is no evidence of any of these massive structural components from either 767 at the WTC. Such complete disappearance of 767s is impossible.

Read the rest of this very lengthy post…

Rest of the story included here:

III.

9. My opinion, based on extensive flight experience both as captain and instructor in large 3 and 4 engine aircraft is that it would have been impossible for an alleged hijacker with little or no time in the Boeing 767 to have taken over, then flown a Boeing 767 at high speed, descending to below 1000 feet above mean sea level and flown a course to impact the twin towers at high speed for these reasons:

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A. As soon as the alleged hijackers sat in the pilots seat of the Boeing 767 they would be looking at an EFIS (Electronic Flight Instrumentation System) display panel comprised of six large multi-mode LCDs interspersed with clusters of ‘hard’ instruments. These displays process the raw aircraft system and flight data into an integrated picture of the aircraft situation, position and progress, not only in the horizontal and vertical dimensions, but also with regard to time and speed as well.

Had they murdered the pilot with a box knife as alleged there would be blood all over the seat, the controls, the center pedestal, the instrument panel and floor of the cockpit. The hijacker would have had to remove the dead pilot from his seat which means he would have had electrically or manually place the seat in its rearmost position and then lifted the murdered pilot from his seat, further distributing blood, making the controls including the throttles wet, sticky and difficult to hold onto.

Even on a clear day a novice pilot would be wholly incapable of taking control and turning a Boeing 767 towards New York because of his total lack of experience and situational awareness under these conditions. The alleged hijackers were not ‘instrument rated’ and controlled high altitude flight requires experience in constantly referring to and cross-checking attitude, altitude and speed instruments. Using the distant horizon to fly ‘visually’ under controlled conditions is virtually impossible particularly at the cruising speed of the Boeing 767 of .80 Mach.

The alleged ‘controlled’ descent into New York on a relatively straight course by a novice pilot in unlikely in the extreme because of the difficulty of controlling heading, descent rate and descent speed within the parameters of ‘controlled’ flight.

Its takes a highly skilled pilot to interpret the “EFIS” (Electronic Flight Instrument Display) display, with which none of the hijacker pilots would have been familiar or received training on, and use his controls, including the ailerons, rudder, elevators, spoilers and throttles to effect, control and maintain a descent. The Boeing 767 does not fly itself nor does it automatically correct any misuse of the controls.

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B. As soon as the speed of the aircraft went above 360 knots (=414 mph) indicated airspeed a “clacker” would have sounded in the cockpit. The ‘clacker’ is a loud clacking sound, designed to be irritating, to instantly get the attention of the pilot that he is exceeding the FAA-authorized speed of the aircraft. The clacker had no circuit breaker on September 11, 2001 although it does now simply because one or more accidents were caused, in part, by the inability to silence the clacker which made decision, tempered with reasoning, impossible because of the noise and distraction.

C. Assuming, however, that the alleged hijacker was able to navigate into a position to approach the WTC tower at a speed of approximately 790 feet per second the alleged hijacker would have about 67 seconds to navigate the last 10 miles. During that 67 seconds the pilot would have to line up perfectly with a 208 ft. wide target (the tower) and stay lined up with the clacker clacking plus the tremendous air noise against the windshield and the bucking bronco-like airplane, exceeding the Boeing 767 maximum stability limits and encountering early morning turbulence caused by rising irregular currents of air.

He would also have to control his altitude with a high degree of

precision and at the alleged speeds would be extremely difficult.

In addition to this the control, although hydraulically boosted, would be very stiff. Just the slightest control movements would have sent the airplane up or down at thousands of feet a minute. To propose that an alleged hijacker with limited experience could get a Boeing 767 lined up with a 208 foot wide target and keep it lined up and hold his altitude at exactly 800 feet while being aurally bombarded with the clacker is beyond the realm of possibility. [NIST claims a descent from horizontal angle of 10.6 degrees for AA11 at impact and 6 degrees for UA175; see page 276 of 462 in NCSTAR 1-2].

That an alleged hijacker could overcome all of these difficulties and hit a 208 foot wide building dead center at the north tower and 23 feet east of dead center at the south tower is simply not possible. At the peak of my proficiency as a pilot I know that I could not have done it on the first pass. And for two alleged hijackers, with limited

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experience to have hit the twin towers dead center on September 11, 2001 is total fiction. It could not happen.

IV.

10. No Boeing 767 airliner(s) exceeded 500 mph in level flight at approximately 1000 feet on 9/11 as fraudulently alleged by the government, media, NIST and its contractors because they are incapable of such speeds at low altitude.

11. One of the critical issues of the ‘impossible’ speeds of the aircraft hitting the World Trade Center Towers alleged by NIST as 443 mph (385 kts. M.6, American Airlines Flight 11) and 542 mph (470 kts. M.75, United Airlines 175) is that the V_{D or dive velocity of the Boeing 767 as certificated by the Federal Aviation under 14 CFR Part 25 Airworthiness Standards; Transport Category Transports of 420 kts CAS (Calibrated Air Speed) makes these speeds achievable. This is unlikely.}

_{12. The ‘Dive Velocity’ VD is 420 knots CAS (calibrated airspeed)(483 mph). Some allege that this speed, 420 knots (483 mph) is near enough to the NIST alleged speeds that the NIST speeds 443 (385 kts.) mph and 542 mph (471 kts.), could have been flown by the alleged hijackers and are probably correct.}

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13. In fact V_{D of 420 knots (483 mph) is a speed that is a maximum for certification under 14 CFR Part 25.253 High Speed Characteristics and has not only not necessarily been achieved but is far above VFC (390 kts. 450 mph) which is the maximum speed at which stability characteristics must be demonstrated.(14 CFR 25.253 (b).}

_{14. What this means is not only was VD not necessarily achieved but even if it was, it was achieved in a DIVE demonstrating controllability considerably above VFC which is the maximum speed under which stability characteristics must be demonstrated. Further, that as the alleged speed is considerably above VFC for which stability characteristics must be met, a hijacker who is not an experienced test pilot would have considerable difficulty in controlling the airplane, similar to flying a bucking bronco, much less hitting a 208 foot target dead center, at 800 feet altitude (above mean sea level) at the alleged speed.}

_{15. Now to determine whether or not a Boeing 757 or Boeing 767 could even attain 540 miles per hour at 800 feet we have to first consider what the drag versus the power ratio is.}

_{Drag is the effect of the air pushing against the frontal areas of the fuselage and wing and horizontal and vertical stabilizers. Drag also includes the friction that is a result of the air flowing over these surfaces. If there was no drag you could go very fast. But we do have drag and there are 2 types: induced and parasite. Assume we are going}

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really fast as NIST and the defendants claim, then we don’t have to consider induced drag because induced drag is caused by lift and varies inversely as the square of the airspeed. What this means is the faster you go the lower the induced drag.

What we do have to consider is parasite drag. Parasite drag is any drag produced that is not induced drag. Parasite drag is technically called ‘form and friction’ drag. It includes the air pushing against the entire airplane including the engines, as the engines try to push the entire airplane through the air.

16. We have two other things to consider: induced power and

parasite power.

Induced power varies inversely with velocity so we don’t have to consider that because we are already going fast by assumption and it varies inversely.

Parasite power however varies as the cube of the velocity which

means to double the speed you have to cube or have three times the power.

17. So taking these four factors into consideration we are only concerned with two: parasite power and parasite drag, and if all other factors are constant, and you are level at 800 feet and making no turns, the parasite drag varies with the square of the velocity but parasite power varies as the cube of the velocity.

What this means is at double the speed, drag doubles and the power required to maintain such speed, triples.

The airspeed limitation for the Boeing 767 below approximately 23,000 feet is 360 kts [414 mph] or what they call V_{MO (velocity maximum operating).}

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That means that the maximum permissible speed of the Boeing 767 below 23,000 feet is 360 knots and it is safe to operate the airplane at that speed but not faster.

18. While the Boeing 767 can fly faster and has been flown faster during flight test it is only done so within carefully planned flight test programs. We can safely infer that most commercial 767 pilots have never exceeded 360 knots indicated air speed below 23,000 feet.

19. The alleged NIST speed of 443 mph (385 kts,) for American Airlines Flight 11 would be technically achievable. However the NIST speed of 542 mph (470 kts) for United Airlines Flight 175 which is 50 kts. above V_{D is not commensurate with and/or possible considering:}

_{(1) the power available,* **}

_{(2) parasite drag (NAVAIR 00-80T-80 Aerodynamics for Naval Aviators}

_{(3) parasite power (NAVAIR 00-80T-80 Aerodynamics for Naval Aviators}

_{(4) the controllability by a pilot with limited experience. 14 CFR Part 25.253 (a)(b)}

_{* www.ntsb.gov/ntsb/GenPDF.asp?id=DCA01MA063&rpt=fa}

_{** www.content.airbusworld.com/SITES/Certification_Register/PDF-tcds/PW/PW4000_FAA.pdf}

_{20. Therefore the speed of the aircraft, that hit the World Trade Center, as represented by NIST, particularly that of United Airlines Flight 175 is fraudulent and could not have occurred.}

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21. One more consideration is the impossibility of the PW4062 turbofan engines to operate in dense air at sea level altitude at high speed.

The Boeing 767 was designed to fly at high altitudes at a maximum Mach of .86 or 86/100ths the speed of sound. This maximum speed is called M_{MO, (Maximum Mach Operating). Its normal cruise speed, however, is Mach .80 (about 530 mph) or less, for better fuel economy. (The speed of sound at 35,000 feet is 663 mph so 530 mph is Mach .7998 see www.grc.nasa.gov/WWW/K-12/airplane/sound.html.)}

_{The fan tip diameter of the PW4062 which powered UAL 175 was 94 inches, over 7 feet in diameter making it, essentially a huge propeller.}

_{This huge fan compresses enormous amount of air during takeoff to produce the thrust necessary to get the airplane off of the ground and into the air.}

_{At high altitudes, in cruise, where the air is much thinner and where the engines are designed to fly at most of the time, the fan and turbine sections are designed to efficiently accept enormous amounts of this thin air and produce an enormous amount of thrust.}

_{But at low altitudes, in much denser air, such as one thousand feet, where the air is over 3x as dense as at 35,000 feet, going much faster than Vmo or 360 knots, the air is going to start jamming up in the engine simply because a turbofan engine is not designed to take the enormous quantities of dense air at high speed, low altitude flight. Because of the much denser air the fan blades will be jammed with so much air they will start cavitating or choking causing the engines to start spitting air back out the front. The turbofan tip diameter is over 7 feet; it simply cannot accept that much dense air, at that rate, because they aren’t designed to.}

_{So achieving an airspeed much over its Vmo which is 360 knots isn’t going to be possible coupled with the fact that because the parasite drag increases as the square of the speed and the power}

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required increases as the cube of the speed you are not going to be able to get the speed with the thrust (power) available.

It can be argued that modern aerodynamic principles hold that if an aircraft can fly at 35,000 ft altitude at 540 mph (~Mach 0.8), and for a given speed, both engine thrust and airframe drag vary approximately in proportion to air density (altitude), that the engine can produce enough thrust to fly 540 mph at 800 ft. altitude.

That argument fails because although the engine might be theoretically capable of producing that amount of thrust, the real question is can that amount of thrust be extracted from it at 540 mph at 800 ft.

22, To propose that a Boeing 767 airliner exceeded its designed limit speed of 360 knots by 127 mph to fly through the air at 540 mph is simply not possible. It is not possible because of the thrust required and it’s not possible because of the engine fan design which precludes accepting the amount of dense air being forced into it.

23. I am informed that the lawsuit for which this affidavit is intended is in its preliminary, pre-discovery phase. I am further informed that actual eyewitness statements cast considerable doubt on the jetliner crash claims, irrespective of the media-driven impression that there were lots of witnesses. In fact, the witnesses tend, on balance, to confirm there were no jetliner crashes. I am also informed that information that will enable further refinement of the issues addressed in this affidavit will be forthcoming in discovery including, without limitation, the opportunity to

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take depositions and to request relevant documentation (additional information). When that additional information is obtained, I will then be in a position to offer such other and further opinions as, upon analysis, that additional information will mandate.

24. At this stage, it cannot properly be assumed, much less asserted

as factual, that wide-body jetliners crashed into the then Twin Towers of the WTC. Any declaration that such events occurred must be deemed false and fraudulently asserted, video images notwithstanding.

Notes:

1. On any chart plotting velocity versus either drag or thrust required or power required the parasite value rises sharply after 300 kts,

2. On any chart plotting velocity versus thrust or power required the curves rises sharply after 250 kts.

3. On any chart plotting velocity versus thrust required at sea level, the curve rises dramatically above 200 kts as does the curve for power required.

I swear the above statements to be true to the best of my knowledge.

_/s/ John Olsen Lear___________

John Olsen Lear

1414 N. Hollywood Blvd.

Las Vegas, NV 89110-2006

Subscribed and Sworn to before

me this 24 day of January 2008.

/s/ Connie Jones______________

Notary Public/Appt Exp. 11/22/09

Certificate #94-2650-1

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This is the page for the Boeing 767-200 Type Data Certificate information from which was used in this affidavit:

<rgl.faa.gov/Regulatory_and_Guidance_library/rgMakeModel.nsf/0/15302e51a401f11a8625718b00658962/$FILE/A1NM.pdf >.

This is the page that shows how dive tests are conducted:

www.flightsimaviation.com/data/FARS/part_25-335.html

This is the page for the type data certificate for the engines used on UAL175

www.content.airbusworld.com/SITES/Certification_Register/PDF-tcds/PW/PW4000_FAA.pdf

This is the page that shows the type of engine used on the MD-11 that crashed into the ocean. (photo attached)

www.bst.gc.ca/en/reports/air/1998/a98h0003/01report/01factual/rep1_06_01.asp

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Download PDF of Affidavit here

Source: http://www.pakalertpress.com/2012/03/27/911-airplane-affidavit-by-john-lear-son-of-learjet-inventor/ 

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The 9/11 Attacks and the Black Eagle Trust Fund

The Rumor Mill News Reading Room 

The 9/11 Attacks and the Black Eagle Trust Fund

Posted By: RumorMail [Send E-Mail]
Date: Tuesday, 15-Jul-2014 12:48:19

http://www.wanttoknow.info/911/black_eagle_trust_fund The 9/11 Attacks and the Black Eagle Trust Fund The September 11th attacks were likely meant as a cover-up for financial crimes being investigated by the Office of Naval Intelligence (ONI), whose offices in the Pentagon were destroyed on September 11th. The attacks … were intended to cover-up the clearing of $240 billion dollars in securities covertly created in September 1991 to fund a covert economic war against the Soviet Union, during which ‘unknown’ western investors bought up much of the Soviet industry, with a focus on oil and gas. The 9/11 attacks also served to derail multiple Federal investigations of crimes associated with the 1991 covert operation. Hundreds of billions of dollars of government securities had to be destroyed. A critical mass of brokers from the major government security brokerages in the Twin Towers had to be eliminated to create chaos in the government securities market. A situation needed to be created wherein $240 billion dollars of covert securities could be electronically “cleared” without anyone asking questions – which happened when the Federal Reserve declared an emergency and invoked its “emergency powers” that very afternoon.’ Read more: The 9/11 Attacks and the Black Eagle Trust Fund Excerpt: The Origins of the World Trade Center Attack Emboldened by the lack of consequences for subverting the U.S. constitution and breaking international law during the Iran-Contra scandal of the 1980s, a Bush administration group known as “the Vulcans” planned a bigger drive to crush Communism once and for all. They waged war against the Soviet Union and Iraq under George H.W. Bush, and against Iraq and Afghanistan under George W. Bush. Belonging to this group were Dick Cheney, Don Rumsfeld, Colin Powell, Paul Wolfowitz, Richard Armitage, and Condoleezza Rice. [31] The Vulcan’s drive to bring an end to the Cold War was fueled by a covert war chest invisible to congressional oversight. [32] This war chest would be known by several names: Black Eagle Trust, the Marcos gold, Yamashita’s Gold, the Golden Lily Treasure, the Durham Trust or Project Hammer. [33] The program also seems to have lined the pockets of the individuals that executed this policy. This was done to the tune of a staggering $240 billion dollars in covert and allegedly illegal bonds, which appear to have been replaced with Treasury notes backed by U.S. taxpayers in the aftermath of September 11. The covert securities used to accomplish the national security objective of ending the Cold War ended up in the vaults of the brokers in the World Trade Center, and were destroyed on September 11, 2001. [36] They came due for settlement and clearing on September 12. The federal Agency investigating these bonds – The Office of Naval Intelligence – was in the section of the Pentagon that was destroyed on 9/11. [37] To this key group of senior National Security officials called the Vulcans, who had participated in the victory of the economic cold war in 1991, the WTC, the Pentagon, the four airliners and their occupants would became ‘collateral’ damage in the ending of the Cold War. Their deaths were required to hide the existence of the Black Eagle Trust, and the covert activities it had funded for [more than] 50 years. The destruction of these lives and buildings constituted a cover-up of continued lawlessness by a fraternity or brotherhood of businessmen and criminals often referred to as "the Enterprise" in the 1980s, though it has remained in the shadows since. Numerous sources have documented that at the end of WWII, the treasury of the Japanese Empire was discovered in the Philippines by a staff member of General Charles Willoughby, [Edward Lansdale], who was General MacArthur’s chief of Intelligence. Then known as the Golden Lily Treasure, this mass of wealth had been accumulated by the Japanese through over fifty years of pillaging by its army in Southeast Asia and China. It was deposited in the Philippines due to the U.S. submarine blockade of Japan. Reports vary, butdocuments in the public domain suggest the recovered treasure was in excess of 280,000 metric tonnes of gold, not including jewels and diamonds. [40] After the War [Lansdale] tortured Major Kojima Kashii - General Yamashita Tomoyuki’s driver - until he revealed and created a nap of the gold sites. [41] Lansdale briefed Assistant Secretary of War John J. McCloy about the findings, and a U.S. Cabinet level decision was made to confiscate the gold and cover-up its discovery. The gold would be added to the Black Eagle Trust fund. It was McCloy, along with Secretary of the Navy Robert B. Anderson and Secretary of War Henry L. Stimson who created the Black Eagle Trust. [42] John McCloy, who had shared a box at the 1936 Olympics with Adolph Hitler, went on to become President of the World Bank. Robert Anderson would go on to operate the Commercial Exchange Bank in the British West Indies, be convicted of running illegal banking operations and tax evasion, and be sentenced to prison. [43] A fourth member of that group – William ‘Wild Bill’ Donovan – would go on to found the CIA and distribute the gold to key banks represented by his staffers. The trust they created takes its name from the Nazi Black Eagle stamped on the gold bars of the Third Reich. Gold bullion confiscated from the Reich and not returned to its rightful owners and their heirs was the original source of funding for this trust. [44] Over the years, the significance of the Nazi gold would pale in comparison to the confiscated Japanese treasure. The men responsible for initiating and executing the confiscation of Nazi and Japanese treasury gold represented the most senior Intelligence officers in the U.S. and Britain at the end of World War II, and the Cabinet of the President of the United States. The financial institutions represented by these individuals would become the major financial banks in the world, along with the Swiss-German banks they hid their gold in. The Yamashita gold would become the cornerstone of the Black Eagle Fund, from which many covert operations of the U.S. intelligence would be funded. [58] Lansdale’s operation in the Philippines gave birth to most of the common features of modern covert operations for U.S. Intelligence: bribery, theft, torture, and false flag operations. It would be Lansdale who would initiate a bond between the US intelligence organizations and Israeli intelligence. It would be Lansdale that would set precedents for the Intelligence community to retain the services of organized crime on U.S. soil. Lansdale would hire American Mafia family heads Carlos Marcello, Santos Trafficante, Meyer Lansky, and Lucky Luciano in the U.S. war against Fidel Castro in 1961. It would be Lansdale’s team that would propose and justify sacrificing innocent U.S. civilians in order to rally the American citizenry to support an invasion of foreign soil. This was done under a program run by Brigadier General William H. Craig, who reported to Lansdale for the Cuba project. [61] This project was called Operation Northwoods. Documents for this project would be accidentally released from the files of Robert McNamara into the public domain some 40 years later, exposing the degree to which Lansdale’s operatives would go to wage war. [62] These declassified documents revealed secret plans of the U.S. military to wage a fabricated “terror” campaign against US citizens as a pretext to justify a second invasion of Cuba. Barrick Gold would become an investment for nearly every gold bullion bank associated with the Marcos gold recovery. These banks would loan gold to Barrick, which would then sell the borrowed gold as derivatives, with the promise of replacing the borrowed gold with their gold mining operation. The records of many of those transactions disappeared when Enron collapsed and the trading operation and all its records were taken over by UBS, another major recipient of Marcos gold. The FBI was reportedly conducting an investigation into those transactions, and the investigation files were kept on the 23rd floor of the North Tower of the WTC. A review of the personal accounts of September 11 now suggests that office was deliberately targeted with explosives prior to the collapse of the WTC towers. [73] Taking Control In November 1980, Ronald Reagan was elected to the White House. Sixty-nine days after the inauguration, John Hinckley attempted to assassinate President Reagan. Eight days prior to that attempt, there were a series of unprecedented policy changes that put George Bush in charge of Foreign Policy and National Security. That conferred new roles and powers on Bush, including "unprecedented powers for a vice president." [85] Vice President George Bush was named the leader of the United States "crisis management'' staff, as a part of the National Security Council system. [86] Then, on March 30, 1981, just eight days after these powers were conferred on Bush, President Reagan was shot. The father of the assassin that put Bush in power was John (a.k.a. Jack) Hinckley, Sr., the owner of Vanderbilt Oil. Hinckley had been giving maximum donations every year to George H.W. Bush since he started running for Congress. In The Black Hole of Guyana: The Untold Story of the Jonestown Massacre, John Judge painstakingly documents that Jonestown was a CIA operation for converting dispossessed and lonely refugees into assassins. In an operation that was falling under Congressional investigation, the evidence had to be eliminated – and nearly all the inhabitants were murdered to prevent disclosure. [88] A key player in the Marcos gold would be Banker’s Trust, which was taken over by Alex Brown & Sons, after Banker’s Trust floundered financially on its Russian loans in the mid 1990s. These Russian loans were facilitated by Enron, starting in August of 1993, and very possibly were part of the Project Hammer takeover of Soviet industry. Alex Brown‘s involvement would bring to the forefront the names of three names of individuals who would play multiple roles in this mystery: Buzz Krongard, Mayo Shattuck, and J Carter Beese. Buzz Krongard is reported as the mentor of Beese and Shattuck from their years together at Alex Brown. Additionally, he managed the merger between Bankers Trust and Deutschebank Alex Brown. Bankers Trust, Zurich was a key Marcos gold holder. Krongard would move on to become Chairman of the investment bank A.B. Brown, Vice Chairman of Banker's Trust, and Executive Director of the CIA at the time of September 11. Mayo Shattuck would be reported to be the personal banker for Adnan Khashoggi and Edgar Bronfmann during their partnership at Barrick Gold. [107] He would move on to become the CEO of Deutschebank who would resign for unexplained reasons the day after September 11, and would not be at the WTC office that day when the tower collapsed. It was his bank that was identified as the source of the illegal stock options that indicated there was insider trading taking advantage of the September 11 tragedy. What happened to the Marcos gold after it was confiscated by U.S. agents in 1986 has never been reported, but throughout the early 1990s, the world gold market would be befuddled by the mysterious appearance of thousands of tonnes of gold which appeared to suppress the price of gold. In preparation for their war against Communism, and in the years leading up to the failed – or faux – coup of 1991 which initiated the last days of Gorbachev and the rise of Yeltsin, Bush and a cadre of rogue KGB officials built a complex international network of banks and holding companies that would be used to take over ownership of the Soviet economy. Over 300 of these KGB turncoats who supported this operation would later be re-located to the US in the early 1990s and pensioned. [111] Periodic CIA reports to Congress would review KGB and organized crime complicity in the takeover of Russia by criminal elements, but all mention of the formidable role of the U.S. would be expunged from Congressional oversight and the public record. [112] In the first phase of the economic attack on the Soviet Union, George Bush authorized Leo Wanta and others to destabilize the ruble and facilitate the theft of the Soviet/Russian treasury. This would result in draining the Russian treasury of between 2,000 to 3,000 tonnes of gold bullion, ($35 billion at the time). [113] The gold was ‘stolen’ in March of 1991, facilitated by Leo Wanta and signed off by Boris Yeltsin’s right hand man. The majority of the leaked reports from the CIA and FBI suggest the theft of the Russian treasury was a KGB and Communist party operation, but what those reports omitted was the extensive involvement of Boris Yeltsin, the U.S. banking industry and the CIA. In the second phase, Wanta, George Soros and a group of Bush appointees would begin to destabilize the ruble. There were two major operations: the largest was coordinated by Alan Greenspan and Oliver North, and implemented by Leo Wanta. The 9/11 Cover-up and the Black Eagle Trust With an understanding of the economic war being waged on the Soviet Union, the focus needs to turn to reports that on September 11, 1991, President George Bush was responsible for issuing $240 billion dollars in secretive bonds as a part of this attack on the Russian ruble. There are six lines of evidence from eight sources that suggest this was indeed the case. Many of these instances are corroborated with documents available on the Internet, presented by those making the claims. [174] The bonds sat for ten years, like a ticking time bomb. They had to be settled – or cashed in by September 12, 2001. The two firms in the U.S. most likely to be handling them would be Cantor Fitzgerald and Eurobrokers – the two largest government securities firms in the U.S. The federal agency mostly involved in investigating those transactions was the Office of Naval Intelligence. On 9/11, those same three organizations: the two largest government securities brokers and the Office of Naval Intelligence in the US took direct hits. What happened inside the buildings of the World Trade on September 11 is difficult, but not impossible to discern. The government has put a seal on the testimony gathered by the investigating 911 Commission, and instructed government employees to not speak on the matter or suffer severe penalties, but there are a number of personal testimonies posted on the Internet as to what happened in those buildings that day. Careful reconstruction from those testimonies indicates the deliberate destruction of evidence not only by a targeted assault on the buildings, but also by targeted fires and explosions. In the event that either the hijacking failed, or the buildings were not brought down, the evidence would be destroyed by fires. In addition to the investigative evidence being destroyed, the Federal Register reported that the physical securities held by the brokers in their vaults had been destroyed. What would be even more revealing would be the actions of the Federal Reserve Bank and the Securities and Exchange Commission on that day, and in the immediate aftermath. As one of many coincidences on 9/11, the Federal Reserve Bank was operating its information system from its remote back-up site rather than it’s downtown headquarters. The SEC and Federal Reserve system remained unfazed by the attack. All of their systems continued to operate. The two major security trading firms had their trade data backed up on remote systems. Nevertheless, the Commission for the first time invoked its emergency powers under Securities Exchange Act Section 12(k) and issued several orders to ease certain regulatory restrictions temporarily. The Federal Reserve Suspends the Rules On the first day of the crisis, the SEC lifted “Rule 15c3-3: Customer Protection – Reserves and Custody of Securities.” Thus GSCC [Government Securities Clearing Corporation] was thus allowed to substitute other securities for the physical securities destroyed during the attack. “…collateral substitutions can and should be made with regard to immediately maturing collateral.” [191] At this point in time, the Federal Reserve and its GSCC had created a settlement environment totally void of controls and reporting – where it could substitute valid, new government securities for the mature, illegal securities, and not have to record where the original bad securities had come from, or where the new securities went – all because the paper for the primary brokers for US securities had been eliminated. A review of the explanations for the actions of the Federal Reserve after September 11th exposes an amazingly complex web of analysis and speculation. The reports published by the Federal Reserve argue that the Federal Reserve’s actions increasing the monetary supply by over $300 billion were justified to overcome operational difficulties in the financial sector. While impressive as the reports are, what is noted by the casual reader is that all of the Federal Reserve analysis is speculative and suggestive, using phraseology such as “may have,” “likely,” “presumably,” or “should have.” There are few – if any – definitive statements about root cause and the appropriateness of the Federal Reserve response. While the Fed was reporting outstanding account balances of over $100 billion per day (while not identifying the banks involved), the Wall Street Journal reported that at one point during the week after 9/11, BoNY was publicly reported to be overdue on $100 billion in payments. [198] The Deutschebank, which sat inside the WTC and was totally decimated, reported no such account balance increase, and JP Morgan, the other of only two clearing banks which uses the same traders and communications hub, reported no such increase in its account balance. No one has publicly asked: why is it that these other two banks were not seriously disrupted, while the Bank of New York – which had no structural damage – seemed unable to operate? Certain key unknown figures in the Federal Reserve may have ‘conspired’ with key unknown figures at the Bank of New York to create a situation where $240 billion in off balance sheet securities created in 1991 as part of an official covert operation to overthrow the Soviet Union, could be cleared without publicly acknowledging their existence. These securities, originally managed by Cantor Fitzgerald, were cleared and settled in the aftermath of September 11th through the BoNY. The $100 billion account balance bubble reported by the Wall Street Journal as being experienced in the BoNY was tip of a three day operation, when these securities were moved from off-balance-sheet to the balance sheet. [As reported on page 12 of a Federal Reserve document] “In the absence of complete information on deliveries into and out of its account at BoNY on September 11, and as a result of its assumption of settlement fails on the starting legs of blind-brokered RPs, GSCC recorded (after the close of business on September 11) $266 billion in transactions that apparently failed to settle.… Continuing connectivity problems prevented GSCC from giving BoNY delivery instructions after the close of business on September 11 and prevented it from acquiring information on activity in its account at BoNY during the day on September 12. Consequently, GSCC recorded $440 billion in settlement fails as of the close of business on September 12.” [201] What appears to be the case is that the Federal Reserve imbalances reported on three consecutive days in the aftermath were largely concentrated at the Bank of New York, which is reported to represent over 90% of the imbalance, suggesting the Bank had been the recipient of massive fund transfers, and unable to send out transfers. Overall transactions for the day of 9/11 were seemingly down even more significantly than volume, but the transactions that came in after closing were extremely large, averaging in size in packages of $35 million or more. This would be consistent with a hypothesis that $240 billion of securities were being pushed surreptitiously into the money supply. The Federal Reserve, without providing the detail required to substantiate it’s claims, would have the public believe that there were widespread liquidity issues, when in fact the issues were very concentrated primarily, if not singularly, in the BoNY, which has been the subject of an ongoing major money-laundering investigation for many years. These account balance issues resulted in the defacto expansion of the monetary supply, details of which are no longer reported by the Federal Reserve. The reported cause of this market malfunction is seemingly suspect. By comparison, the Deutschebank which sat inside the World Trade Center reported no such account balance increase, and JP Morgan, the other of two clearing banks which uses the same traders and communications hub, reported no such increase in account balance. Additionally, while problems were being documented between the BoNY and GCSS, no other institution had those problems. There is a contention that at the core of the September 11th attack, someone was planning to cover the 1991 issuance of $240 billion in covert securities used to finance the collapse the Soviet Union. The facts surrounding the financial aftermath of September 11 suggest this is not only possible, but that reports describing the aftermath have deliberately been misleading. The US dollar money supply was significantly increased in the aftermath of 9/11; The bank at the core of the illegal money laundering by ex-Soviet criminals was the source of the increased money supply (BoNY); The generally disseminated rationale for BoNY’s operational problems seems to have affected no other bank in a similar manner or magnitude and is inconsistent with reports on the BoNY operations in the aftermath; A key witness who might provide insight to these issues is a statistically aberrant death; The source of the BoNY’s $330 billion increase in assets is cloaked under the privilege of “private banking;” The only alleged “severe” disruption to the financial systems was the Federal Reserves account balance and the securities trading fails – both systems required to hide the laundering of $240 billion in covert securities. This is not a ‘proof’ that $240 billion was laundered, but it provides probable cause for paying serious attention. Conclusion

July 15, 2014 by Starship Earth: The Big Picture

Hear! Hear! for John Lear on 9-11

‘Memorial in Light’ Photo Credit: OneVisionPhoto.com

I have enjoyed all the interviews I’ve seen with John Lear. I like his energy. And I like his truth.

Thank you, John, for coming forward with this comprehensive, credible testimony. Hopefully a few more people will recognize the reality of 9-11 now for what it is; an inside job, and a hideous, greedy, merciless crime that continues to kill innocent people thirteen years later.

Those of us who knew that much of what the lamestream media shared was lies, and the absurd ‘wreckage’ that just ‘happened’ to appear from time to time was planted (and to us, a joke)… John confirms that.

Judgement day looms ever closer—and don’t anyone say we shouldn’t judge! Spare us your holier-than-thou sermon. Humanity DOES get to judge these animals for ALL their crimes against us across the ages and we will see they are punished accordingly. That is our RIGHT. Anyone who doesn’t want to participate can bow out, but there are many who, when they learn the scope of what has happened and who is responsible for the unspeakable pain and misery… they will demand retribution.

Then… we will forgive, heal, and move on, but first—people need to wake up.  For those who ask, “How could they do that?”  Easy. In Princess Diana’s words, “They’re not human. ”  ~ BP

9/11 Airplane Affidavit By John Lear, Son Of Learjet Inventor

UNITED STATES DISTRICT COURT

SOUTHERN DISTRICT OF NEW YORK

Defendants. :

AFFIDAVIT

STATE OF NEVADA :

COUNTY OF CLARK :

JOHN LEAR, of full age, being duly sworn, deposes and says:

I

1. I am 65 years of age, a retired airline captain and former CIA pilot with over 19,000 hours of flight time, over 11,000 of which are in command of 3 or 4 engine jet transports, have flown over 100 different types

of aircraft in 60 different countries around the world. I retired in 2001 after 40 years of flying.

2. I am the son of Learjet inventor, Bill Lear, and hold more FAA airman certificates than any other FAA certificated airman. These include the Airline Transport Pilot certificate with 23 type ratings, Flight Instructor, Flight Engineer, Flight Navigator, Ground Instructor, Aircraft Dispatcher, Control Tower Operator and Parachute Rigger.

3. I flew secret missions for the CIA in Southeast Asia, Eastern Europe, the Middle East and Africa between 1967 and 1983.

4. During the last 17 years of my career I worked for several passenger and cargo airlines as Captain, Check Airman and Instructor. I was certificated by the FAA as a North Atlantic (MNPS) Check Airman. I have extensive experience as command pilot and instructor in the Boeing 707, Douglas DC-8 and Lockheed L-1011.

5. I checked out as Captain on a Boeing 707 in 1973 and Captain on the Lockheed L-1011 in 1985.

6. I hold 17 world records including Speed Around the World in a Lear Jet Model 24 set in 1966 and was presented the PATCO (Professional Air Traffic Controller’s Association) award for Outstanding Airmanship in 1968. I am a Senior Vice-Commander of the China Post 1, the American

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Legions Post for “Soldiers of Fortune”, a 24 year member of the SpecialOperations Association and member of Pilotfor911truth.org.

7. I have 4 daughters, 3 grandchildren and live with my wife of 37 years, Las Vegas business woman Marilee Lear in Las Vegas, Nevada.

II.

8. No Boeing 767 airliners hit the Twin Towers as fraudulently alleged by the government, media, NIST and its contractors. Such crashes did not occur because they are physically impossible as depicted for the following reasons:

A. In the case of UAL 175 going into the south tower, a real Boeing 767 would have begun ‘telescoping’ when the nose hit the 14 inch steel columns which are 39 inches on center. The vertical and horizontal tail would have instantaneously separated from the aircraft, hit the steel box columns and fallen to the ground.

B. The engines when impacting the steel columns would have maintained their general shape and either fallen to the ground or been recovered in the debris of the collapsed building. One alleged engine part was found on Murray Street but there should be three other engine cores weighing over 9000 pounds each. Normal operating temperatures for these engines are 650°C so they could not possibly have burned up. This is a photo of a similar sized engine from a McDonnell-Douglas MD-11 which impacted the ocean at a high rate of speed. You can see that the engine remains generally intact.(photo, www.cbsnews.com/stories/2003/03/27/world/main546355. shtml)

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C. When and if the nose of an airplane came in contact with the buildings 14 inch by 14 inch steel box columns and then, 37 feet beyond, the steel box columns of the building core the momentum of the wings would have slowed drastically depriving them of the energy to penetrate the exterior steel box columns. The spars of the wing, which extend outward, could not possibly have penetrated the 14 inch by 14 inch steel box columns placed 39 inches on center and would have crashed to the ground.

D. The argument that the energy of the mass of the Boeing 767 at a speed of 540 mph fails because:

a. No Boeing 767 could attain that speed at 1000 feet above sea level because of parasite drag which doubles with velocity and parasite power which cubes with velocity.

b. The fan portion of the engine is not designed to accept the volume of dense air at that altitude and speed.

E. The piece of alleged external fuselage containing 3 or 4 window cutouts is inconsistent with an airplane that hit 14 inch steel box columns, placed 39 inches in center, at over 500 mph. This

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fuselage section would be telescopically crumpled had it actually penetrated the building as depicted in the CNN video. It is impossible for it to have then re-emerged from the building and then fallen intact and unburned as depicted.

F. The Purdue video fails because no significant part of the Boeing 767 or engine thereon could have penetrated the 14 inch steel columns and 37 feet beyond the massive core of the tower without part of it falling to the ground. The Purdue video misrepresents the construction of the core of the building and depicts unidentified parts of the airplane snapping the core columns which were 12″x36″. The Purdue video also misrepresents what would happen to the tail when the alleged fuselage contacted the core. The tail would instantaneously separate from the empennage (aft fuselage). Further, the Purdue video misrepresents,indeed it fails to show, the wing box or center section of the wing in the collision with the core. The wing box is a very strong unit designed to hold the wings together and is an integral portion of the fuselage. The wing box is designed to help distribute the loads of the wings up-and-down flexing in flight.

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G. My analysis of the alleged cutout made by the Boeing 767 shows that many of the 14-inch exterior steel box columns which are shown as severed horizontally, do not match up with the position of the wings. Further, several of the columns through which the horizontal tail allegedly disappeared are not severed or broken. In addition, the wing tips of the Boeing 767 being of less robust construction than the inner portions of the wings could not possibly have made the cookie-cutter pattern as shown in the aftermath photos. The wing tips would have been stopped by the 14 inch steel box columns and fallen to the ground.

H. The debris of the Boeing 767, as found after the collapse, was not consistent with actual debris had there really been a crash. Massive forgings, spars from both the wing and horizontal and vertical stabilizers, landing gear retract cylinders, landing gear struts, hydraulic reservoirs and bogeys oxygen bottles, a massive keel beam, bulkheads and the wing box itself cold not possibly have ‘evaporated’ even in a high intensity fire. The debris of the collapse should have contained massive sections of the Boeing 767, including 3 engine cores weighing approximately 9000 pounds apiece which could not have been hidden. Yet there is no evidence of any of these massive structural components from either 767 at the WTC. Such complete disappearance of 767s is impossible.

Read the rest of this very lengthy post…

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