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  • The Flight 800 Investigation
    to 14 kft and a temperature of 40 to 50 C The amount of fuel was equivalent to the 50 gallons believed to be present in the CWT The results of these experiments demonstrated that 1 Spark ignition sources with energies between 5 mJ and 1 J would be sufficient to ignite the vapor resulting in a propagating flame 2 The peak pressure rise was between 1 5 and 4 bar 20 and 60 psi 3 Thermal ignition sources created by discharging 15 J of electrical energy into a metal wire hot filaments are also sufficient to ignite the vapor resulting in a propagating flame See Appendix B for details of these tests 4 Laminar burning speeds between 15 and 45 cm s were measured If you look up the following terms explosion detonation and deflagration you find out that what they had was a deflagration if indeed this did occur An explosion requires a shock wave moving faster than the speed of sound This is why car engines are termed internal combustion engines Thus in TWA 80 there was no explosion The above links document a large effort to produce a explosion of jet fuel by Cat Tech The

    Original URL path: http://twa800.com/news/caltech-1-15-09.htm (2016-02-13)
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  • The Flight 800 Investigation
    the evidence any rational person needs to prove to themselves that TWA Flight 800 was downed by an external ascending source After reading this I took another look at the CIA video The video famously shows the nose of the 747 blowing off due to a fuel tank explosion and the nose less fuselage zooming some 3 200 feet straight up like a rocket This zoom climb allegedly confused more than 200 eyewitness into thinking they were seeing a missile It also inspired retired United Airline Capt Ray Lahr to petition the authorities for the data used to concoct this preposterous scenario This petition has turned into a six year long slog through federal courts Along the way however Lahr and attorney John Clarke have unearthed one informational nugget after another like the revelation about the suppressed video cited above Like Lahr I had grown inured to the CIA disinformation but what struck me in re watching the video were the multiple references to infrared sensors aboard a U S satellite These sensors apparently captured the plane s demise Unfortunately the satellite imagery has also gone missing An airline pilot with a major U S airline addressed this issue in still another e mail The pilot writes that a few days after the downing of TWA Flight 800 an armed FAA officer showed up at the last minute on a flight out of Washington National and manned his plane s jump seat While in flight the FAA officer told him and his co pilot about a meeting that he had attended the day before where he saw satellite photographs of TWA 800 exploding I didn t think that much of it at the time because I figured that eventually the truth would come out and we would all get to see the photos the pilot writes Guess not As with the video the evidence is overwhelming that U S satellites did record the events of July 17 1996 On July 22 1996 the London Times went so far as to report that the satellite pictures show an object racing up to the TWA jet passing it then changing course and smashing into it The major American media however chose not to pursue this obvious line of inquiry In the 25 most relevant New York Times articles of the investigation s first two months there is not one single reference to a satellite The Times likewise failed to interview a single one of the roughly 270 official eyewitnesses to a potential missile strike Early in the investigation the head of the FBI s investigation James Kallstrom referred to the satellites as our friends in the sky and suggested that they held the answers to the investigation s seeming problems That was not to be Whatever promise the satellites once held for the FBI the word satellite was not mentioned once at its comprehensive case scuttling press conference in November 1997 This is all the more curious since the FBI showed the

    Original URL path: http://twa800.com/news/cashill-7-21-08.htm (2016-02-13)
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  • The Flight 800 Investigation
    committees in 1997 to look into a system that would work for passenger jets The experts reported back in 1998 that there was no practical or affordable way to do it The second committee concurred in 2001 But the FAA continued with its research in laboratories in Seattle and near Atlantic City and two eureka moments led to Wednesday s action What made it affordable was the development of a lightweight nitrogen generating system by FAA engineers aided by other experts in 2002 said John Goglia a former National Transportation Safety Board member who is now a Washington aviation safety consultant That was the first breakthrough First it eliminated all of the moving parts in the military system And the weight of the units dropped to about 106 pounds for a Boeing 737 and 257 pounds for a Boeing 747 like Flight 800 Second a higher percentage of oxygen could be allowed 12 percent instead of 10 pe rcent without increasing the risk of an explosion The insight was based on Navy research on its jets That allowed the inerting equipment to be even smaller lighter and cheaper After those breakthroughs the FAA was able to announce in 2004 that it planned to require a system to reduce the vapor risk and make a proposal the following year It then took the agency three more years to adopt the rule over the objections of aviation trade groups An increasingly small price tag helped seal the deal When it first raised the idea of eliminating the vapor threat the FAA calculated that retrofitting all of the existing aircraft and installation of equipment on future jets would cost 35 billion The cost of the final proposed change is estimated at 1 billion FAA spokeswoman Alison Duquette said The rule will affect 2

    Original URL path: http://twa800.com/news/newsday-7-18-08a.htm (2016-02-13)
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  • The Flight 800 Investigation
    announced this week by the Federal Aviation Administration is the same one suggested by the National Transportation Safety Board less than six months after it began investigating the 800 crash The FAA reacts slowly A similar system of injecting inert gas into fuel tanks was recommended in 1965 in a report on the explosion of a Pan Am jet over Maryland Those investigating the Pan Am crash and later TWA 800 believed that the payoff in averted explosions was worth the cost of installing preventive devices But the airline industry has balked at that equation saying the cost of refitting was too expensive given the low probability of deaths A generally nonconfrontational FAA has required less extensive changes such as updates in wiring and more frequent inspections And so far no passenger20plane has exploded in midair since TWA 800 Whether that s a matter of coincidence or smart regulation who can say But we d rather be safe than sorry The FAA s style has evolved from strict oversight to more of a partnership with the airline industry A new presidential administration should rethink this policy Lax inspections of Southwest and other airlines foot dragging on radar systems to prevent

    Original URL path: http://twa800.com/news/newsday-7-18-08b.htm (2016-02-13)
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  • The Flight 800 Investigation
    When the Boeing 747 crashed the average price nationally for a gallon of gas was 1 31 Just before 8 31 p m yesterday the time of the aircraft s explosion relatives read the names of the victims then paused for a moment of silence under a darkening sky streaked with pink Friends and family members took 230 white carnations touched them against names etched on a black granite wall then dropped them into the sea Ann Gabor who flew in from Pleasanton Calif near San Francisco reminisced about her son Dan 27 a graduate student who had been studying geology He was fascinated by the way he could chart climate change through tree rings Back then nonscientists didn t discuss global warming He would have been appalled at the polar caps melting Gabor said I know he would have been in tune with Al Gore Twelve years That fall Bill Clinton became the20first Democrat re elected since Franklin Roosevelt Karen Grossman of North Woodmere thought of her niece Wendy Wolfson 16 who was aboard TWA 800 on a school trip to France with her mother Eleanor a chaperone She was thinking about how Wendy who won a Penn State essay contest while she was a teenager would be around to chronicle all these changes She would be 28 now Wendy would probably be a professional Grossman said maybe a magazine editor Twelve years The hot song that summer was The Macarena Tickle Me Elmo was the biggest selling toy Oliver Krick 25 was Flight 800 s flight engineer The brother of a pilot and the son of an airline captain he got his pilot s license before he got his driver s license Yesterday his mother Margaret of St Louis recalled how Oliver spent his free time mountain biking

    Original URL path: http://twa800.com/news/newsday-7-18-08c.htm (2016-02-13)
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  • The Flight 800 Investigation
    of Books which argues electromagnetic interference caused the explosion No I m not My beef with the TWA 800 investigation is fairly unique It has nothing to do with the conclusion but rather with the apparent lack of transparency during and after the investigation The thing is if you want to convince people particularly folks with a scientific background like engineers and computer scientists of the veracity of an hypothesis you re supposed to do it on the power of your facts Not by ramming it down people s throats Start with the numerous witnesses who saw a rising fireball in the sky Many weren t interviewed and those who persisted in their claim that they saw an object rising up toward the plane were essentially dismissed as being nuts Attempting to put these widespread anecdotal reports to rest the CIA put together a video simulation scroll down here showing TWA 800 continuing to rise with its nose section blown off The thing that really got to me though were the hearings televised on C SPAN during which Boeing engineers presented their findings about the fuel tank explosion The hearings had the feel of a set piece where the conclusions were gonna be what they were gonna be Again I m not saying the fuel vapor ignition wasn t the cause of the TWA 800 explosion I m just saying I would like to have had deeper exposure to the alternate paths pursued not by the kooks but by the investigators themselves Indeed I have no do ubt that the FBI and the FAA both looked into the terrorist theories before dismissing them It s safe to assume that political considerations as in don t panic the public are why we didn t get a good look at the reasons

    Original URL path: http://twa800.com/news/wolf-7-17-08.htm (2016-02-13)
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  • The Flight 800 Investigation
    Since that day the reduction of fuel tank flammability has been on the NTSB s Most Wanted List of safety recommendations The FAA issued 70 advisory circulars and 100 airworthiness directives aimed at mitigating risks most of which aimed at reducing sources of ignition In May 2001 the agency issued SFAR 88 Special Federal Aviation Regulation aimed at preventing ignition sources but did not issue a proposed rule until November 2005 The July 16 final rule follows the proposed rule with some exceptions It would require Boeing and Airbus passenger aircraft with heated center wing tanks HCWT and manufactured before 2009 to be retrofitted with a flammability reduction means FRM such as a fuel tank inerting system or ignition mitigation means IMM such as polyurethane foam A fuel tank inerting system replaces oxygen in a fuel tank with an inert gas such as nitrogen to reduce risk of flammability For the full 223 page rule go to http federalregister gov OFRUpload OFRData 2008 16084 PI pdf In addition the rule requires that an FRM or IMM be installed on passenger and cargo aircraft with HCWTS manufactured in the 2009 2017 period Boeing 717 727 and certain 767 and 777 aircraft as well as Airbus A321 A330 200 and A380 aircraft are excluded Cargo aircraft are excluded from the retrofit requirement However If an FMM IMM equipped passenger aircraft is converted to cargo aircraft the cargo operator would be required to keep the system operational The FAA estimates total compliance cost of the rule at 1 billion 975 million for air carrier passenger aircraft and 37 million for production cargo aircraft over a 35 year period The final rule indicates that 2 732 passenger aircraft would require retrofit with kit costs ranging from 77 000 to 192 000 depending on aircraft

    Original URL path: http://twa800.com/news/avweek-7-16-08.htm (2016-02-13)
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  • The Flight 800 Investigation
    Airlines is flying with new defensive technology on some of its New York to Los Angeles flights Developed in New Hampshire by defense contractor BAE Systems the cross country passenger jets are now equipped with a laser deterrent system mounted on the plane s belly It can identify and misdirect an incoming missile It s being tested for Homeland Security Laurie Nuzzo is the Program manager for BAE Systems in Nashua New Hampshire where technology was developed Over several years we have been testing and validating the system So now it is really great to see us now at this point on an in service passenger aircraft American Airlines is not using the technology on any Boston based flights At 1 million per plane the missile defense system is expensive Nonetheless passenger we spoke to like the idea No one is going to catch you by surprise now maybe it will save lives said one traveler BAE Systems is one of two defense contractors hoping to win a government contract Congress will decide the future of this technology before next summer Experts say as many as 27 different terrorists organizations have the shoulder missile weapons They sell for as little

    Original URL path: http://twa800.com/news/aa-7-16-08.htm (2016-02-13)
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