Though not struck by an airplane, Building 7 was catastrophically damaged by chunks of debris from the collapsing North Tower, caught fire, and burned all day. When it in turn fell, WTC 7 became the first known instance in the world of a tall, modern, steel-reinforced building brought down apparently as a result of fire.
It was,
According to the NIST, in its 2008 report, WTC 7 was brought down by “fire-induced progressive collapse,” a chain of events technically unlike those in the Twin Towers, beginning with the failure of one key structural column. The NIST “found no evidence supporting the existence of a blast event.”
There has long been witness testimony militating against the notion that the WTC 7 collapse was triggered by explosions. Fire Department interviewees recalled having anticipated the collapse of WTC 7 from early in the afternoon of September 11. Frank Fellini, a senior chief, said the building was a “major concern” because of the hit it took from the fall of the North Tower. “When it fell, it ripped steel out from between the third and sixth floors … We were concerned that the fires on several floors and the missing steel would result in the building collapsing. So for the next five or six hours we kept firefighters from working anywhere near that building.”
“Early on,” Deputy Chief Peter Hayden said, “we saw a bulge in the southwest corner … a visible bulge, it ran up about three floors … by about 2 o’clock in the afternoon we realized this thing was going to collapse.”
Daniel Nigro, who succeeded as head of the department following the death of Chief Ganci, said he personally ordered a collapse zone cleared around the building three hours before the building tumbled, at 5:20 P.M.
Conspiracy theories on the fate of WTC 7, Nigro wrote in 2007, “are without merit.”
ON, THEN, to the idea that the Pentagon was hit not by American Flight 77 but by a missile. Food for that thought has been photographs taken after the initial explosion—and before the collapse of a major portion of the facade more than half an hour later. The pictures appear to doubters to show a hole, amidst the smoke, only some eighteen feet wide.
A Boeing 757 like American’s Flight 77 has a wingspan of 124 feet 6 inches and a tail 44 feet 6 inches tall. “How could such a big airplane have created such a small hole?” asked Dr. Griffin. The missile theory, he thought, “fits the physical evidence much better.”
The apparent size of the hole does at first glance seem odd. It seems curious, too, that photographs do not show sizable airplane debris scattered around outside the building. To draw conclusions from those visual oddities, however, is to ignore the mass of eyewitness testimony from people who saw a low-flying airliner roar toward the Pentagon. It is to reject a wealth of other evidence and to spurn the opinion of technical experts.
As in New York, no formal National Transportation Safety Board (NTSB) accident investigation report was issued on the Pentagon crash, because the disaster was treated from the start as a crime scene. There could and probably should have been one, not least because—unlike the scene in the aftermath of the New York attacks— there was initially a crash site that air transport investigators could have examined. Both the remains of the airplane and rubble from the building collapse, however, were removed early on—the airplane debris reportedly to an FBI warehouse—for storage as evidence.
The nearest thing to an investigative probe into the Pentagon strike is the 2003 report by a team from the American Society of Civil Engineers (ASCE). Its title, “The Pentagon Building Performance Report,” reflects the group’s brief—to focus on the damage done to the nation’s defense headquarters. The seven-month probe, however, inevitably also involved close study of the crash itself, and the resulting report reflects absolutely no doubt that the catastrophe was caused by an airliner.
To say otherwise, says Professor Mete Sozen, a member of the ASCE team, is “hogwash.” “To look at only the photograph of what some people see as the ‘small’ entry hole in the facade,” Sozen told the authors in 2010, “is to see only part of the reality. Much of the facade is obscured by smoke in the photos, and our work—judging by the locations of broken or heavily damaged columns in the wall—showed that the real damage consisted of a ragged series of holes stretching to a width of some ninety feet.”
Why, then, do the photographs taken before the facade’s collapse not show more clearly the virtually wingtip-to-wingtip entry gashes seen when similar planes hit the World Trade Center on 9/11?
Another, long-ago, New York City plane crash may offer an insight. A plane that smashed into the Empire State Building in dense fog in 1945—a B-25 bomber with a sixty-five-foot wingspan—created a hole only twenty feet wide. The Empire State is a reinforced masonry structure, as is the Pentagon—which was built during World War II. The walls of both make substantial obstacles, more substantial than the relatively fragile glass and steel sides of the Twin Towers.
Here is what the ASCE team’s Sozen, professor of structural engineering at Purdue University in Indiana, believes happened to the Boeing that smashed into the Pentagon:
Think of the external shell of the plane as a sausage skin, and the function of the structural frame as being mainly to contain the internal pressure at altitude. The plane’s structure doesn’t have much strength. What creates the power generated on impact is what we call its “mass and velocity.” And much of the mass in the case of a Boeing 757–200 is in the fuel-filled wings.
On September 11, the Boeing was reported to have approached the Pentagon flying very low, just a few feet off the ground, at some 530 mph. Eyewitnesses said the right engine hit a portable generator on the ground outside, the left engine a steam vault. Then the nose cone hit the limestone facade, and the facade’s columns cut into the fuselage. The right wingtip, which hit next, would have been cut by the columns. But when parts of the fuel-filled wing close to the fuselage impacted—given the speed at which it was traveling and its greater mass—it was the
that would have been destroyed or badly damaged. The same series of events would have happened when the left wing impacted (though in reverse order because of the angle at which the plane hit the building). That is why the gash in the facade of the building was not as wide as the wingspan of the airplane.
By the time the aircraft’s mass had penetrated the building—by about its own length—it had been transformed into a violent flow of small and large projectiles of solid and fluid that ricocheted off the internal parts of the building. The ensuing fire, we concluded, devoured the flammable part of the airplane’s debris inside the building. The Boeing’s tall tail and rudder assembly would have been shattered when it impacted with the edges of building slabs on the upper levels.
That may seem a compelling, credible explanation of what befell Flight 77. The skeptics, however, have long made much of the supposed lack of debris at the crash site. Photographs published in “Pentagon 9/11,” the account of the day’s events by the Defense Department’s Historical Office, however, do depict some debris outside the building: mangled pieces of metal, one clearly marked “AA,” for American Airlines, another evidently a part of the fuselage bearing part of the airline’s livery, and smaller material—fragments rather than chunks.
The ubiquitous Griffin has suggested that evidence may have been “planted.” Dr. Fetzer, cofounder of Scholars for 9/11 Truth, went further and suggested
Preposterous. Reports, and photographs taken before removal by the FBI, reflect the finding of significant remains of the aircraft
Try telling Tamara “T” Carter that the debris at the Pentagon was planted. Carter, herself an American Airlines flight attendant, went to the scene two days later as a volunteer to serve refreshments to the cleanup crews. She has recalled seeing recognizable parts of a plane, the internal American upholstery with which she was familiar—and body parts. She and family members were also shown photographs of items that they might recognize, jewelry, clothing, and the like. “I’m here to tell you,” she said a year later, “that my friend’s arm with a bracelet exactly like this”—Carter held up a bracelet—“was found. We buried it in Washington, D.C.”
The friend, a close friend, had been fellow flight attendant Renee May, who on 9/11 got through by phone
