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    nor NTSB could find any record of it A flight instructor named by Asher also denied giving him any multi engine training The prosecution cited the Chicago accident as compelling evidence that Asher had put the three passengers in jeopardy in the earlier flight but the jury apparently didn t buy it Asher claimed the left engine of the 340 lost power during the takeoff roll in Chicago but he elected to continue with the takeoff Both engines ran within specs on test stands after the accident and the NTSB said it was Asher s decision not to use full power for the takeoff that contributed to the accident The plane ended up in 20 feet of water about 250 feet from the end of the runway Two Midairs A Continent Apart There are some startling coincidences in two midair collisions that occurred one day and 2 000 miles apart last week The collisions occurred in Tehachapi Calif on Friday and Clearwater Fla on Saturday In each case a light twin and a single came together and in each accident the twin pilot was able to maintain control and land safely while the single did not Pilots of both singles died In the California crash a Beech Baron flown by Robert Hollis Gates of Bear Valley Springs was in collision with a Cessna 180 flown by David Aaron Lazerson The 180 fell out of control into a mountainside but Gates whose airplane was missing a big piece of the cockpit was able to put the plane down on a small private strip He suffered minor injuries In the Florida accident a Twin Commanche owned by John Collins of Winter Haven was trying to land at Clearwater Airpark when it came in contact with a Cessna 150 that was taking off The 150 crashed about 20 feet from a group of parents and children in a playground and the pilot 79 year old Bela Toth died at the scene The pilot of the Comanche was able to land at Clearwater and he and a passenger walked away apparently unharmed There was damage to the twin s right wingtip A BRAND NEW AIRCRAFT FOR THE COST OF A SECOND CAR OurPLANE Fractional Aircraft Ownership is the 1 world leader in offering brand new Cessna Cirrus and Raytheon aircraft at a fraction of the cost of sole aircraft ownership No hassles no responsibilities with these brand new aircraft including the glass cockpit Cirrus SR22 and Cessna 182T Lowest cost aircraft ownership GUARANTEED Locations throughout California Texas New York and Connecticut SAVE by calling 877 775 2631 and mentioning this AVflash or by going online at http www avweb com sponsors ourplane FAA Plans Virtual Meeting On Sightseeing NPRM The FAA should face the people it s planning to put out of business with a new set of regulations rather than hide in cyberspace according to AOPA The FAA has extended the comment period from Jan 20 to April 19 for a roundly criticized Notice of Proposed Rulemaking that would set national standards for sightseeing and tour operations The NPRM acknowledges that about 700 firms will likely be put out of the tour business by the tougher rules which among other things would require that all such flights be operated under Part 121 or Part 135 rules More than 1 100 comments have been received so far AOPA has been demanding that the FAA set up a series of public meetings to hear directly from affected businesses but the FAA has opted for a high tech alternative The agency says it will host an interactive virtual public meeting in which participants can type in their comments in real time over the Internet The initiative has even given birth to a new acronym the NVPM which is a Notice of Virtual Public Meeting The meeting date will be announced in the Federal Register AOPA President Phil Boyer said the FAA should meet the affected people face to face but the agency said it doesn t have the money to hold public meetings all over the country Many who could be most affected by the proposed rule would be unable to participate because of geography and our limited resources said the FAA documents extending the comment period Airport Plans Worry Neighbors A Maryland developer has come up with a novel approach to gaining approval for his plans to cover an airport in condos Polm Companies Ltd says that if it can t build 600 homes it will instead turn the sleepy Suburban Airport into a major business and commuter facility Suburban is now home to 65 airplanes and 37 hangars Polm envisions 300 aircraft 160 hangars a flight school and heliport Of course if the local council prefers the company could put in the nice quiet condos instead However Bruce Mundie director of the Maryland Aviation Administration has assured local residents that Polm s plans are pie in the sky Mundie said the 54 acre airport simply doesn t have the space for all that development He said at most it could handle half of what is being proposed But Polm spokesman Andrew Zois said the development plans were designed by highly regarded aviation specialists who have assured Polm that the plans are feasible Zois also insists the operation would be extraordinarily profitable Polm has issued public statements in recent weeks saying it doesn t need council permission to expand the airport because the zoning is already in place Rezoning would be required for the housing development Micro Air Vehicle On Display Part of the future of aviation might fit in the palm of your hand or on the head of a pin Scientists are furiously working on Micro Air Vehicles MAVs tiny aircraft that can fly autonomously where human pilots can t or shouldn t Now scientists at Cranfield University in Britain have put the machine they are developing on display at the Thinktank Museum in Birmingham The Cranfield MAV will mimic insect flight with

    Original URL path: http://twa800.com/news/avweb-dhldown3.htm (2016-02-13)
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    and used against U S interests experts contend Forbes said about 27 terror groups have access to the weapons which are still being manufactured in 20 countries MANPADs are typically about five feet long and weight approximately 30 to 40 pounds they can fit in a golf bag They can be launched from anywhere within an airport perimeter and even outside the property as far as 10 000 feet from their target James Carafano a counter terrorism expert at the Heritage Foundation search said MANPADS are easy to find and smuggle which makes them a very real threat to airplanes Is it going to happen Yeah it s just a matter of time he told Foxnews com The weapons most of which use guided infrared sensors search to find their target go for about 5 000 apiece on the black market U S troops are offering hundreds of dollars to buy back missiles from Iraqis today Forbes said While efforts are being made in the private sector and the Department of Homeland Security to perfect anti missile systems to protect U S aircraft some proponents are demanding more energy and resources and insist on having it sooner than later They have not moved as aggressively as they need to said Rep Jim Langevin D R I a member of the House Homeland Security Committee Langevin told Foxnews com that a program currently testing onboard anti missile systems to protect planes from MANPADs needs more money than the 60 million budgeted for it in 2004 Langevin has co sponsored legislation that would require such onboard systems much like the countermeasures used by military planes in Iraq on carrier jets He admits that it is an expensive endeavor that does not have the attention of Congress I m hoping it would be

    Original URL path: http://twa800.com/news/fox-3-1-04.htm (2016-02-13)
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  • animations
    Box 90 Clements Maryland 20624 USA If animations do not work do the following For Internet Explorer under Tools Internet Options Advanced scroll down to multimedia and check play animations It should now work fine Home Last Updated 2000 William

    Original URL path: http://twa800.com/images/animation.htm (2016-02-13)
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  • 4secfinal
    failure to stop the processing at the end of the last valid data record block before the erasure gap resulted in data from FL 803 recorded 25 tape hours earlier being blended with the last data from FL 800 The NTSB mistake in publishing the unsynchronized FL 803 data as if it were the last not normal data from FL 800 accounted for producing the anomalous values in what was originally published as the last one second data record block from FL 800 Ref CVR Time 20 31 12 The NTSB later made the elimination of the last 800 803 blended data record block from the Parameter Tabular Data No 1 table complete by total redaction of this anomalous data block See NTSB Exhibit 7 highlighted area The last complete one second data record block in Exhibit 7 then showed a set of flight parameter engineering values totally in agreement with the immediate predecessor blocks of flight data i e no anomalous or aberrant values Also this block contains a unique and expected word group pattern consistent with it s immediate predecessor data record blocks i e no evidence was found of time or data record block sequence discontinuities This fact was established using the data record block playback word group patterns as an embedded elapsed time measurement tool Accordingly using the most current NTSB Tabular Data No 1 the last valid and legible one second data record block word pattern from FL 800 clearly matched the 31st sequential data block word pattern in Superframe 17 See GS Exhibit 2 highlighted The last word in data block 31 is always data word 6 i e GMT hours NTSB Exhibit 5 p 42 Tabular Data No 1 Created Jan 09 1997 Report Feb 28 1997 NTSB Exhibit 6 p 42 Tabular Data No 1 Created Jan 09 1997 Add 2 Feb 15 2000 NTSB Exhibit 7 p 42 Tabular Data No 1 Rev Feb 15 2000 Rpt Rev 1 Feb 15 2000 GS Exhibit 2 TWA Fl 800 Last Superframe Word Patterns Extended Jun 23 2000 Section Five Firmly Establishing the Last TWA FL 800 Data Record Block as Block 31 of Superframe 17 Based on Flight Parameter Tabular Data No 1 NTSB Exhibits 3A 3B Rigorous proof is required to support the stated goal of this section of the analysis This proof is supplied by using the unique and orderly patterns of the number of times a particular flight parameter word is expected to appear data block by data block as predicted by the Superframe Matrix GS Exhibit 1 This method can be called a unique word inventory pattern based analysis We also use a supplemental record block continuity method for time saving The fact that flight parameter data words do not always appear an equal number of times from data block to data block provides a recognizable change in pattern useful for data block aligning synchronizing the NTSB Tabular Data with the GS 1 Matrix The following analysis steps will illustrate the use of the unique word inventory pattern analysis tool as well as providing the necessary rigor for the Block 31 of Superframe 17 statement of above The data block to data block inventory of word patterns for Flight Parameter Words 37 36 35 and 34 provides a good index point to start an analysis The unique appearance pattern of these four words establishes a contiguous 8 data block segment that can be easily located both in the NTSB Flight Parameter Tabular Data No 1 and in the Superframe GS Matrix Joint inspection of NTSB Exhibits 3A and 3B and GS 1 reveals the following matching word patterns CVR Time Word Parameter Inventory Pattern No of Appearances Matching Pattern in Superframe Block No 20 30 53 37 EPR 4 1 13 20 30 54 37 EPR 4 1 14 20 30 55 36 EPR 3 1 15 20 30 56 36 EPR 3 1 16 20 30 57 35 EPR 2 1 17 20 30 58 35 EPR 2 1 18 20 30 59 34 EPR 1 1 19 20 31 00 34 EPR 1 1 20 Note The above 8 block unique inventory pattern is found to be identically present in both the Superframe Matrix and in the NTSB Flight parameter Tabular Data No 1 This permits data block alignment synchronization of the NTSB Tabular Data No 1 with the Superframe Matrix As a confidence establishing self check we match patterns of two supercommutated flight parameters each using three data word sets per data subframe the Vert and Long Acceleration 20 31 01 12 30 43 Long Gs 4 21 20 31 02 11 29 42 Vert Gs 4 22 23 Note The usual appearance rate of Long and Vert Gs 24 is 5 times per block not 4 times 25 See next para 26 27 08 12 30 43 Long Gs 4 28 09 11 29 42 Vert Gs 4 29 There are no simple unique word appearance inventory patterns for data blocks 23 through 27 30 and 31 Therefore if we use the above method a more complex analysis would be required to establish block synchronization continuity of word pattern inventory through these data record blocks A more convenient yet reliable method of establishing record block number continuity for these last data record blocks can be established by using actual engineering values decoded by the NTSB from word 17 Fine Altitude See NTSB Exhibit 8 highlighted area Exhibit 8 a NTSB analog plot for the last portion of the flight shows the altitude values incrementing smoothly and linearly at a rate near 20 to 30 feet per second Had there been a disruption in the NTSB one second data block sequence at this point in the FDR tape the slope of the analog plot would show this disruption by a step change to the slope pattern No such step change is present and the contiguous sequence of NTSB data blocks is sufficiently proved without more

    Original URL path: http://twa800.com/schulze/4secfinal.htm (2016-02-13)
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  • warning-areas
    the controlling agency FAA the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance for it to do so 2 If the restricted area is active and has not been released to the controlling agency FAA the ATC facility will issue a clearance which will ensure the aircraft avoids the restricted airspace unless it is on an approved altitude reservation mission or has obtained its own permission to operate in the airspace and so informs the controlling facility NOTE The above apply only to joint use restricted airspace and not to prohibited and nonjoint use airspace For the latter categories the ATC facility will issue a clearance so the aircraft will avoid the restricted airspace unless it is on an approved altitude reservation mission or has obtained its own permission to operate in the airspace and so informs the controlling facility c Restricted airspace is depicted on the en route chart appropriate for use at the altitude or flight level being flown For joint use restricted areas the name of the controlling agency is shown on these charts For all prohibited areas and nonjoint use restricted areas unless otherwise requested by the using agency the phrase NO A G is shown 3 4 4 Warning Areas A warning area is airspace of defined dimensions extending from three nautical miles outward from the coast of the U S that contains activity that may be hazardous to nonparticipating aircraft The purpose of such warning areas is to warn nonparticipating pilots of the potential danger A warning area may be located over domestic or international waters or both 3 4 5 Military Operations Areas a MOA s consist of airspace of defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic Whenever a MOA is being used nonparticipating IFR traffic may be cleared through a MOA if IFR separation can be provided by ATC Otherwise ATC will reroute or restrict nonparticipating IFR traffic b Most training activities necessitate acrobatic or abrupt flight maneuvers Military pilots conducting flight in Department of Defense aircraft within a designated and active MOA are exempted from the provisions of 14 CFR Section 91 303 c and d which prohibit acrobatic flight within Federal airways and Class B Class C Class D and Class E surface areas c Pilots operating under VFR should exercise extreme caution while flying within a MOA when military activity is being conducted The activity status active inactive of MOA s may change frequently Therefore pilots should contact any FSS within 100 miles of the area to obtain accurate real time information concerning the MOA hours of operation Prior to entering an active MOA pilots should contact the controlling agency for traffic advisories d MOA s are depicted on sectional VFR Terminal Area and Enroute Low Altitude charts 3 4 6 Alert Areas Alert areas are depicted on aeronautical charts to inform nonparticipating pilots of areas that may contain a

    Original URL path: http://twa800.com/pages/warning-areas.htm (2016-02-13)
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  • notam
    signals and should whenever possible avoid passing through an area in which practice is in progress but if compelled to do so should endeavor to clear it at the earliest possible moment Example of such Notice to Mariners from LNM0528 dated 7 17 96 highlighting and formatting changed by author NORTH CAROLINA NEW RIVER Firing exercises The Commanding General Marine Corps Base Camp Lejune North Carolina has advised that the area in the Atlantic Ocean between a point approximately 4 5 miles east of Bogue Inlet to a point approximately 10 0 miles southwest of New River Inlet North Carolina within the existing danger zone depicted as 334 440 as shown on National Ocean Service Chart 11543 will be hazardous to navigation because of field firing exercises during the following periods NONE FOR THE PERIOD 15 21 JUL 96 Firing to 3 miles seaward All navigation is urged to avoid the above area during the periods stated except for the Atlantic Intracoastal Waterway where mariners traveling through this area can expect a delay of about one hour during the above times Range Control Boats Marine Corps Base Camp Lejune North Carolina monitor Channel 16 VHF FM 156 8 MHz and the working Channel 82 VHF FM 161 725 MHz The restricted areas in New River as shown on National Ocean Service Chart 11542 will be closed to navigation because of firing exercises during the following periods Jacksonville Sector Sunrise to Sunset daily 15 21 JUL 96 Farnell Bay Sector Sunrise to Sunset daily 15 21 JUL 96 Traps Bay Sector Sunrise to Sunset daily 15 21 JUL 96 Stone Bay Sector 12 01 AM to Midnight 15 21 JUL 96 Stone Creek Sector 12 01 AM to Midnight 15 21 JUL 96 Grey Point Sector 12 01 AM to Midnight

    Original URL path: http://twa800.com/pages/notam.htm (2016-02-13)
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  • The Flight 800 Investigation
    in areas 1 through 3 and 6 through 20 Warning Area 105 W 105 W 105 is special use airspace over the Narragansett Bay OPAREA Areas 2 13 22 23 25 26 and 28 and is located approximately 75 Nautical Miles NMI southeast of the NAS South Weymouth TACAN Channel 61 bearing 160 W 105 is divided into five subareas W 105 floor ceilings are as follows W 105A C Surface to FL500 W 105B Surface to 17 999 feet W 105D Surface to 14 999 feet W 105E 15 000 feet to FL500 W 105 is used for surface to air gunnery exercises using conventional ordnance and Antisubmarine Warfare ASW exercises Live firing of conventional ordnance is authorized in the northeastern and western portion of W 105 The airspace is also used for flight testing Effective altitudes in W 105 are W 105A C surface to FL500 W 105B surface to 17 999 feet W 105D surface to 14 999 feet W 105E 15 000 feet to FL500 The Warning Area 106 W 106 is special use airspace over the Narragansett Bay OPAREA Areas 2 21 25 and 27 and is located approximately 90 NMI from the NAS Willow Grove TACAN Channel 61 bearing 075 W 106 is divided into four subareas W 106 floor ceilings are as follows W 106A Surface to 3000 feet MSL W 106B Surface to 8000 feet MSL W 106C Surface to 10000 feet MSL W 106D Surface to 5 999 feet MSL W 106 airspace is used for air intercept training No aviation ordnance is authorized Effective altitudes within W 106 are W 106A surface to 3 000 feet W 106B surface to 8 000 feet W 106C surface to 10 000 feet W 106D surface to 5 999 feet Air operating Areas

    Original URL path: http://twa800.com/radar/Narragansett.htm (2016-02-13)
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  • Flight 800 Report
    and the lack of rescue equipment on board Dr Gilliam continued on course for Hampton Roads By 2100 EDT the moonless night was very dark At that point Dr Gilliam noticed three boats close aboard off his starboard stern quarter Each boat estimated at 25 in length had non standard dim red bow and stern lights Dr Gilliam an experienced sailor was able to estimate the individual boat s length by watching the pitch and heave of the lights The boats stayed in close proximity to each other almost as if tethered together and remained in position less than 200 ft from Aphrodite for the next six hours Dr Gilliam assuming these were the military craft thought the boats were following because they couldn t identify him For that reason he twice illuminated his entire vessel with masthead spreader floodlights This having no effect nothing changed until 0300 18 July 1996 when Dr Gilliam picked up a loud and clear plain language radio transmission from nearby stating I m going to need a tow When Dr Gilliam responded on the same frequency Vessel needing assistance this is the Aphrodite can we be of help The three boat s light s disappeared Once in homeport Dr Gilliam called the FBI to report his observations relative to TWA Flight 800 Later he was very disappointed to find out the FBI responded by only making contact with a crewman but not bothering to talk to him Dr Gilliam called the FBI the second time with this complaint A second agent responded and met the Doctor for an interview but Dr Gilliam immediately ascertained the agent didn t understand the difference between longitude and latitude or anything else about sailing so he once again complained to the FBI This time they sent a female

    Original URL path: http://twa800.com/report/exhibit36.htm (2016-02-13)
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