archive-com.com » COM » T » TWA800.COM

Total: 669

Choose link from "Titles, links and description words view":

Or switch to "Titles and links view".
  • The Flight 800 Investigation
    there was a hard white light like burning pyrotechnics in level flight Capt Chris Baur told investigators I was trying to figure out what it was It was the wrong color for flares It struck an object coming from the right and made it explode Two NY Air National Guard pilots with the best view of the crash of TWA 800 one believes the airliner was struck by a fast moving object coming from the east while the other saw a fiery trail from the west I saw a track of light and saw a hard explosion then another explosion told officials repeatedly that I thought a missile hit the plane FBI 302 Form 658 Fred Meyer Meyer s attention was first called to the area by a streak of light moving from my right west to my left east the same direction as the TWA flight he said Baur on the left side of the cockpit saw a streak moving from left to right toward the approaching TWA aircraft before the initial explosion The streak of light that Meyer saw was red orange in color there was what Meyer describes as a hard very sudden yellowish white explosion that looked identical to the detonation of an anti aircraft shell It left a cloud of smoke just like a flak explosion does Meyer said One to two seconds later there was a second hard explosion almost pure white in color almost immediately there was a third explosion and fireball Baur also saw three explosions he contends that they started from left east and went to the right west The call sign that night for Baur and Meyer was Jolly 14 The helicopter a HH 60G Pave Hawk was descending through 200 feet above the airport when Baur s eye was caught by some sort of light According to the crew Baur called out over the intercom to his flight engineer MSgt Dennis Richardson Hey Denny is that pyro Within seconds he saw a hard explosion Richardson shifting in his seat from behind Baur did not see the streak but did see the explosions I know what I saw I saw an ordnance explosion And whatever I saw the explosion of the fuel was not the initiator of the event It was one of the results Something happened before that which was the initiator of the disaster Frederick C Meyer An Air National Guard helicopter pilot who witnessed the explosion of TWA Flight 800 7 29 97 Riverside Press FBI 302 Form 657 Mike Wire Witness 571 Wire was looking south southwest toward the beach At approximately 8 45 pm he was a white light that was traveling skyward from the ground at approximately a 40 degree angle He described the white light as a light that sparkled and thought it was some type of fireworks Wire stated the white light zig zagged as it traveled upward and at the apex of its travel they white light arched over and disappeared from view He estimated the white light was in view for approximately 15 seconds and its speed was consistent with the speed that normal fireworks might travel He advised the white light first came into view just above the roof top of the fourth house west of the public parking area on Dune Road He stated the white light traveled outward from the beach in a south southeasterly direction He stated two or three seconds after the white light disappeared he saw an orange light that appeared to be a fireball in the sky approximately one half mile away Hew as unable to estimate the height or elevation of this fireball due to its distance from him The fireball descended at approximately a 30 degree angle and left a fire trail burning behind it According to Wire the fireball disappeared behind the second house to the west of the public parking area located at Beach Lane and Dune Road FBI 302 Form 571 Witness 649 stated object number one appeared to be a bright white light with a reddish pink aura surrounding it compared the moving object to a fire work initially object one ascended almost vertically object one evolved into a squiggly pattern going up vertically and increasing in velocity and then arced off to the right in a south westerly direction observed a second stationary object object number two that appeared to glitter in the sky Object number one was heading toward object number two object number one appeared like it was initially going to slightly miss object number two unless it made a dramatic correction at the last moment in less than a second he believed object number one impacted with object number two observed a white puff white flash out of the puff came two objects that arched upward from the initial impact trailing smoke the objects then turned into large rectangular balls of fire descending at an angle FBI 302 Form 649 Witness 364 FBI Flare sightings plotting report of selected witnesses These locations have been used in providing possible locations of a MANPAD launch tube or Stinger eject motor for acoustic side scan sonar and possible recovery These locations are within the preliminary envelope of foreign MANPADs obtained from the Defense Intelligence Agency which might have been used against TWA Flight 800 These locations are just outside of the preliminary envelope obtained from the U S Army for the U S Stinger missile system The Army will provide a more accurate envelope after careful modeling FBI 302 Form 364 Witness 521 saw an object which appeared to be a flare round and orangy red in color It left a smoke trail of the same color density and thickness in its wake that disappeared as the object continued to ascend It rose from the southeast from their position and arched slightly at an approximate 70 degree angle while it made the ascent from east to west The object traveled for approximately 3 5 seconds until

    Original URL path: http://twa800.com/witness-sightlines.htm (2016-02-13)
    Open archived version from archive


  • The Flight 800 Investigation
    A RO TWA80099 B RO TWA80099 C RO TWA80099 TAPE3 FILTERED RO TWA80099A RO TWA80099B RO twa800991st read twa800992nd read twa800993rd read Evidence of a Missile Google Earth Project Eyewitnesses Radar Data Explosive Residue Missile Search Shoulder Fired Missiles Missile Reports Flight Data Recorder Fuel Flammability Warning Areas Terrorist Warnings Shrapnel Lawsuit Ray Lahr s Lawsuit Flight 800 Database Reports Letters Past Articles Flight 800 News AA 587 News WorldNetDaily

    Original URL path: http://twa800.com/radar/NTSB%20CD1/ntsbCD1.htm (2016-02-13)
    Open archived version from archive

  • The Flight 800 Investigation
    TWA800991ST BCN TWA800991ST READ TWA800991ST RO TWA800992ND BCN TWA800992ND READ TWA800992ND RO TWA800993RD BCN TWA800993RD READ TWA800993RD RO Evidence of a Missile Google Earth Project Eyewitnesses Radar Data Explosive Residue Missile Search Shoulder Fired Missiles Missile Reports Flight Data Recorder Fuel Flammability Warning Areas Terrorist Warnings Shrapnel Lawsuit Ray Lahr s Lawsuit Flight 800 Database Reports Letters Past Articles Flight 800 News AA 587 News WorldNetDaily Other Information Videos Archives

    Original URL path: http://twa800.com/radar/NTSB%20CD2/ntsbCD2.htm (2016-02-13)
    Open archived version from archive

  • The Flight 800 Investigation
    the location of the first piece of wreckage CW504 to the last piece of wreckage at the top right Also for reference we have placed markers for the Coast Guard Cutter Adak s anchorage and the locations on the ocean floor where the Cockpit and main Fuselage were located according to the Debris Field Database Now what does this all mean As a starting point let us use the NTSB s hypothesis that the Nose came off within 4 seconds of the initial explosion and then the headless aircraft zoom climbed 3 000 ft trailing flames They claim that this is what hundreds of eyewitnesses saw and confused with a missile The problems with this are many and I will review them one by one 1 First the timing of the Nose separation As seen on this plot the fragment that landed closest to where the Nose was found on the sea floor separated from the main trajectory after 3 radar sweeps or nearly 15 seconds after the initial explosion 2 Second aircraft speed or velocity In order to accomplish a zoom climb the aircraft would have to trade forward velocity for vertical velocity That is in order to climb 3 000 ft it would appear to slow down on radar because it was going up not forward This did not happen The forward velocity is constant through radar sweep 4 after the initial explosion After that it starts slowing down but by then it is also splitting into 3 major pieces It could not possibly climb if it is in 3 pieces 3 Next lets talk about the location of the tail The NTSB CIA video showed the nose less aircraft climbing 3 000 ft before falling straight down into the ocean They show the tail intact and it

    Original URL path: http://twa800.com/radar/jfk-analysis.htm (2016-02-13)
    Open archived version from archive

  • The Flight 800 Investigation
    200 ft by Sweep 2 in less than 9 4 seconds but more than 4 69 seconds By carefully measuring the course of the ejected material and back tracking to its intersection with the aircraft s track the time of the explosive event can be estimated at 31 13 8 The lead ejecta therefore covered 3 200 ft in 7 seconds The second area of debris is from the separation of the nose section red debris field It appears to have separated from the aircraft at approximately Sweep 2 9 10 seconds after the last transponder return The third area of debris are a cluster of hits as the nose section falls yellow debris field from 13 750 ft These continued to show up sporadically on the radar through radar Sweep 20 or approximately 94 seconds after the initial explosion There is a significant anomaly in this debris field as the radar picked up an object on radar sweep 1 that was over 1 5 nautical miles from the aircraft s path in 4 69 seconds In addition as the nose of the aircraft fell from 13 750 ft because of its size it should have been visible on every sweep of the radar and it was not It appears that some data is missing from the radar data file The last debris field green debris field is around the location where the main fuselage wings and engines landed There are hits on the main fuselage through Sweep 8 and then there is not another radar Hit until Sweep 14 where wreckage is recorded floating downwind through Sweep 20 at this location There are also parts of the CWT and other objects more than 1 mile downwind from the last radar return and there is a large plume of debris emanating from Sweep 5 There appears to have been a significant final explosion between Sweeps 5 and 6 because the main wreckage splits into two pieces and a great deal of debris are blown downwind Radar Anomalies All three radars Islip JFK and HPN have some anomalies with respect to each other and with respect to the aircraft s speed when calculated from one radar return to the next The three radars are all independent with JFK and ISP being slightly out of synch between 04 and 53 seconds and HPN being a full 2 seconds ahead The timing and angular differences make it difficult to compare the three radars for positional accuracy because the aircraft was traveling at 633 ft sec However since ISP and JFK timing are close as little as 04 seconds they can be compared to one another It should be noted here that this type of radar because of beam width has a built in margin of error of hundreds of feet for any given Sweep however when averaged over several Sweeps the accuracy increases For example we calculated the position and speed of Flight 800 for 10 radar sweeps prior to the loss of the transponder The speed varied significantly from sweep to sweep but over several sweeps the average speed was similar to Flight 800 s known speed prior to the initiating event All three radars show an increase in speed after the initial explosion with two of them being significant and JFK being slight All three radars show sweep 4 in approximately the same location providing some confidence in its position Although the speed of the aircraft shows a significant increase between sweeps 1 and 2 the average speed of the aircraft during the first 20 seconds is 338 knots or only 40 knots slower than the aircraft s initial velocity of 370 knots This is a relatively high velocity because the radar doesn t see any vertical velocity component up or down Analysis of the Flight Path The aircraft lost power to the transponder when the Initiating Event IE occurred after 20 31 12 and before 31 16 7 It is clear from the blowup of the flight path that a large amount of debris is blown off the aircraft before Sweep 1 as there are two different radar reflections at that point As the main body of the aircraft continues forward there is a cluster of debris that continues to fall at this location through Sweep 20 All of this material remains outside the official debris field and was not recorded in the TAGS database This may be part of the 4 tons of the aircraft never officially recovered The earliest part that was found in the debris field database was CW 504 You can see where CW 504 was recorded in the TAGS database The official debris was all located to the right or east of CW 504 However this area was specifically dredged by the FBI for over 6 months see FBI Covert Dredging Operation and it is unlikely that these parts of the aircraft were never found If they were found neither the NTSB nor the FBI has ever acknowledged that there were any parts found to the west of CW 504 The NTSB has postulated that the nose separated from the aircraft in approximately 4 5 seconds after the initial explosion The location of the nose section in the Debris Field supports this contention This means that the nose separated from the aircraft during the 20 second period that the aircraft maintained an average speed of 338 knots During this period if the aircraft had pitched up as the CIA said it would have stalled and slowed as forward speed was traded for altitude On the contrary the aircraft maintained significant speed until sweep 4 The loss of 40 knots airspeed would be expected due to the excessive drag provided by the open fuselage The main wreckage moved slightly to the right between Sweeps 3 and 4 After Sweep 4 the aircraft has slowed significantly By Sweep 5 it has turned back to the left and it s speed over the ground has slowed further It appears the final catastrophic explosion happened after Sweep 5 23 5 seconds after the initial explosion By Sweep 6 there are two pieces of the main wreckage and the aircraft makes a sharp turn to the right This is probably when the left wing separated from the aircraft The imbalance with only the right wing attached would have caused a radical change in the aerodynamic center of pressure Acting on the ballistic mass and coupling with a high shift in center of gravity would create exceptional rolling and pitching moments These gyrations were clearly seen by captain Adams eight miles east The main aircraft wreckage only appears on radar for another two Sweeps It is lost completely from radar after Sweep 8 or 38 5 seconds after the last transponder return Lighter debris is later spotted drifting downwind at Sweep 14 and appears sporadically until Sweep 20 The remains of the fuselage wings and engines were found in the debris field at precisely the location of Sweeps 7 8 Therefore it is unlikely that these parts of the aircraft were in the air beyond Sweep 8 or 38 5 seconds after the last transponder return The items seen in Sweeps 14 20 are lighter debris floating downward and downwind Evidence of a Missile A Sweep by Sweep analysis of the radar data clearly depicts a plume of very high velocity metal exploding out of the aircraft s right side at approximately 20 31 13 The lead ejecta almost certainly has to be a missile body With the aircraft on a heading of 071 degrees True this radar contact separated laterally from the aircraft track on a ballistic trajectory of 190 degrees True traveling about 3 200 feet in less than 7 seconds This 119 degree change of direction and high velocity could not possibly have been the result of a Center Wing Tank explosion This is not theory or speculation but hard physical evidence It takes almost 2 seconds for a bullet fired from a military sniper rifle to travel that distance Only a missile body with it s hundreds of thousands of foot pounds ft lbs of kinetic energy would have the inertia to perform this way on radar It only takes 6 000 ft lbs of energy for a 50 caliber heavy machine gun bullet to punch through 3 8 inch thick steel plate Boeing 747 s are constructed of various aluminum alloys and rarely in thickness exceeding 1 2 inch With this much energy the missile body would slice through the aircraft like a bullet through a tin can just as I stated in my April 24 1997 letter to the Wall Street Journal in response to Chairman Hall s It wasn t a missile letter to the same paper It is startling to note also that the trajectory of the ejecta missile body other parts is on a direct line from an unidentified boat 2 9 nautical miles to the Northeast of Flight 800 when it exploded 15lb missile body 1500 ft sec apply 1 2 MV squared 524 720 ft lbs of energy Eyewitness Accounts from USAir Flight 217 Navy Chief Petty Officer Dwight Brumley was on US Air Flight 217 from Charlotte North Carolina to Providence Rhode Island Mr Brumley was seated in seat 5F at the window on the right side of the aircraft He saw a streak of light overtaking his aircraft from right to left As he lost sight of the streak he saw a large fireball erupt going from his left to his right He then lost sight of the fireball as it disappeared underneath the right wing This witness disproves the CIA NTSB theory that the streak seen by eyewitnesses was the aircraft climbing and burning after an initial explosion He clearly saw a streak coming from his right to left and TWA Flight 800 was going from his left to his right Eyewitness Accounts from Boats in the Area We have access to over 130 eyewitnesses who surrounded the crash Most of these eyewitnesses saw a streak rising from at or near the surface and intersecting with Flight 800 The NTSB and FBI claim there were no witnesses closer than 8 10 miles from the explosion yet we have interviewed at least 8 eye witnesses who were within 8 miles of the crash None of them support the CIA NTSB version of events Triangulation of Eyewitness Sightings Click here for an updated version of the Eyewitness Triangulation pdf Gif Version NTSB Eyewitness Group Factual Report Exhibit 4A Relevant data from the Eyewitness Group Factual Report Based on the data 183 witnesses said they saw a streak of light 201 said they saw one or more explosions 100 said they heard one or more explosions and 339 said they saw a fireball Of the 183 who observed a streak of light 102 gave information about the origin of the streak Six said the streak originated from the air and 96 said that it originated from the surface Of the 96 who said it originated from the surface 40 said it originated from the sea and 10 said it originated from land One hundred and twenty eight witnesses reported an immediate end to the streak 85 described it ending in an explosion 32 said it ended in a fireball and 11 said it ended in a flash NTSB Eyewitness Group Factual Report Exhibit 4A Full Report Page 6 Summary only Baltimore Public Hearing Transcript 12 8 97 Transcript page 98 Witness Clark Some of the timing of the events when the nose first came off we believe the aft section pitched up and slowed down a dramatic amount down to well in the 150 naut range and then as it pitched over and rolled over and started down we think these speeds picked up well over two or three hundred nauts This statement is completely at odds with the radar data that shows the aircraft maintaining significant speed until Sweep 4 with a dramatic slowdown in ground speed after Sweep 5 when the massive explosion took place The NTSB was certainly aware of the radar data at the time of the Public Hearing a year and a half after the crash How could they have made such a statement and why Was it perjury or was it simply Theory first facts be damned Analysis of the CIA NTSB Video Depictions of the Flight Path At a press conference video 1 4 mb on November 11 1997 when the FBI concluded their investigation they played a video animation of the flight path produced by the CIA The purpose of this video was to attempt to explain what the 96 eyewitnesses saw who believed they saw a streak or flare rise from the surface and strike Flight 800 It was also used as justification for discounting the Missile Theory and giving the FBI a reason to close their investigation This animation showed the 747 with the nose coming off after the center wing tank exploded and then somehow climbing 3 000 ft streaming burning debris in a Zoom Climb They explained that what the eyewitnesses saw was the aircraft in various stages of crippled flight There were so many objections to this animation later called the CIA Cartoon video 3 89 mb by aviation professionals that it was not shown at the Baltimore public hearings later in December but was instead replaced by a version from the NTSB video 4 3 mb which showed only a 1 500 ft climb but still claiming that this is what the eyewitnesses saw The NTSB also produced a video of the view from the beach video 1 5 mb which shows the aircraft in the air until well after 20 32 06 a full 17 seconds and 3 radar sweeps after Flight 800 is lost on radar Once again the video matches their theory but not the facts Boeing was so taken aback by these videos that they issued a press release claiming that Boeing is not aware of the data that was used to produce the video This was an extraordinary move for Boeing because they were in effect saying Don t look at us we have no idea how they came up with this crazy theory The public has no way of determining if this Zoom Climb theory has any validity in fact or was supported by other information because the primary radar data has no altitude component Therefore we know where the aircraft was every 4 69 seconds but not how high Fortunately close analysis of the data does allow us to determine if the Zoom Climb theory makes any sense This analysis shows that that theory is a complete fabrication Zoom Climb A zoom climb gif is a maneuver where an aircraft can climb without adding any additional thrust or power It is accomplished by the aircraft trading forward or horizontal velocity for vertical velocity The action is much like a roller coaster which can climb the next hill because it uses its forward speed to give it upward speed As it goes up it slows down until it almost stops before making it over the top In this instance the horizontal velocity reaches almost zero although it is going up very quickly The same phenomenon happens with aircraft The captain can pull up and gain altitude at the expense of horizontal speed When you watch a barnstorming act the aircraft is seen traveling horizontally at a couple hundred miles an hour and pulls up into a climb that is almost straight up When this happens the horizontal speed reaches zero This is a long winded explanation of a zoom climb but it is necessary to understand why the CIA NTSB theory is a fraud Ballistic Fall The captain of the NOAA research ship Rude entered Flight 800 s last secondary radar position speed heading and gross weight into his computer and it predicted the landing point by calculating a ballistic fall He went to that spot and immediately found the main wreckage including the fuselage wings and engines We used the NTSB radar data to simulate the expected trajectory pdf for Flight 800 as it fell in a ballistic arc from the initial explosion point to the spot where it landed in the debris field We know from the radar data how far the aircraft traveled and its heading between radar Sweeps The only thing not known is the altitude We simulated the ballistic fall by using the acceleration of gravity with an assumed terminal velocity of 450 ft sec As you can see from the graph the aircraft impacts the water just after the last radar return was received by the Islip radar Table showing rate of fall NTSB Zoom Climb Although the radar data released by the NTSB has no altitude information we can use it to determine if a zoom climb occurred The radar data shows the aircraft s position in relation to the Islip radar beacon every 4 69 seconds Using this data you can calculate the aircraft s horizontal speed between each radar return If the aircraft did a zoom climb you would expect to see a significant reduction in ground speed horizontal velocity This is especially true the more steeply the aircraft climbs The NTSB video shows the initial explosion at 20 31 12 the nose separating at 20 31 16 and the aircraft beginning its zoom climb at 20 31 20 It reaches the peak of its 1 500 ft climb at 20 31 28 or 8 seconds later This is a rate of climb of 187 ft sec or 11 250 feet per minute Considering that a fully loaded 474 100 with full power climbs at less than 4 000 feet per minute it is hardly likely that a crippled 747 with extreme drag due to the loss of the nose could climb at nearly 3 times the normal rate with the

    Original URL path: http://twa800.com/pages/radaranalysis.htm (2016-02-13)
    Open archived version from archive


  • my possession indicate the last scallop boat the NTSB paid to conduct the secret FBI search for Stinger missile components in this area was the Christian Alexia Ironically she was one of two boats where FBI Agents tried to precipitously shut down operations on 30 April 1997 prior to notification from the chain of command Agents implied they could use force to do so Both Captains prevailed through counter threats of force and threats of filing Piracy on the High Seas charges against the embarked Agents Suckering the Media Both the CIA and the NTSB produced and published false video simulations of the terminal portion of TWA Flight 800 s crash sequence much to the liking of television producers Neither was remotely supported by the radar The radar loses contact on the aircraft main body directly over its debris field location eight radar sweeps or 37 5 seconds after the initiating event This is directly supported in NTSB Exhibit 22c and is entirely consistent with the ballistic trajectory of such a free falling mass Captain DeBow skipper of the NOAA ship RUDE will testify he was able to find map and radio in to FBI and NTSB the position of the main body within a few hours after beginning his search This was possible because his shipboard computers using standard ballistic fall calculations told him precisely where to search with side scan sonar Such a ballistic trajectory would transcribe a free fall path about 22 500 feet in length at airspeed not greater than 350 knots Both the CIA and NTSB hypothetical climb theories add more than a 6 000 ft to that distance by insisting without one iota of physical evidence the nose less aircraft maintaining wings level aerodynamic stability climbed over 3 000 ft or 1 500 ft respectively While those climbs may meet the political requirement imposed by the administration to discredit hundreds of witnesses in the eye of a non technical press corps they are in fact nonsense The CIA crash profile would leave the main body at 15 000 ft directly over it s ocean impact point at 38 5 seconds This would require a vertical plunge at 2 9 times the speed of sound to hit the water and beat Islip s 9 th radar sweep 4 69 seconds later Similarly NTSB s fanciful scenario would require a mach 1 5 decent Needless to say neither theory compiles with the physical laws of the known universe See attached diagram Analysis of Exhibit 22c Page 1 Page 2 The Found and Lost Scavenge Pump NTSB working documents in my possession indicate that TWA Flight 800 s only fuel scavenge pump was found with center wing tank parts at 40 39 46 4 N and 72 32 26 8 W prior to November 1996 The problem is it went missing just in time to make it a special interest item in the FBI trawler operations manuals FBI Agents were instructed to find it along with Stinger

    Original URL path: http://twa800.com/letters/hall-2-19-00.htm (2016-02-13)
    Open archived version from archive

  • The Flight 800 Investigation
    be far more likely than the zoom climb Q Why didn t you calculate or simulate a ballistic trajectory for the main aircraft wreckage when you calculated one for dozens of other aircraft parts 2 When I plotted a ballistic trajectory on Figure 10 it shows the aircraft impacting the water after radar sweep 8 Therefore the radar supports this scenario more than the zoom climb Q Wouldn t you agree that a ballistic fall is at least as reasonable a scenario as the zoom climb and more probable based on the radar data 3 Figure 18 shows 9 radar hits with a trend line going through them When I plotted the raw data released recently at the NTSB web site there are only 8 hits on the Islip radar There were two hits on sweep 6 and it appears someone mistook this as an additional radar sweep In the following graphic I plotted the raw radar data against figure 18 It shows a discrepancy between your plot and the raw radar data Q Why is there a discrepancy in the plots Q Do you agree that there were only 8 radar hits 4 When I plotted the ballistic fall against the zoom climb scenario from the CIA and the NTSB it shows that radar contact would have been lost at 15 000 ft in the CIA scenario or at 8 000 ft with the NTSB zoom climb scenario The ballistic fall scenario shows it impacting the water after the last radar sweep Following is a link for the graphic showing the above http twa800 com images fall pdf Q How do you account for the loss of radar contact at 15 000 ft or 8 000 ft in the two zoom climb scenarios Q Wouldn t you agree that

    Original URL path: http://twa800.com/letters/crider-2-22-00.htm (2016-02-13)
    Open archived version from archive

  • The Flight 800 Investigation
    a pure ballistic path because it does not match the radar data The Safety Board appreciates your interest in the TWA flight 800 investigation Please be assured that our investigative team and our consultants have carefully considered all of the evidence in determining the events that led to the accident The investigation has determined that an explosion of the airplane s center fuel tank resulted in the structural breakup of the fuselage The investigation has also determined that little energy was needed to ignite the fuel air mixture in the fuel tank at the temperatures and pressures that are believed to have existed in the center fuel tank at the time of the explosion Numerous potential ignition sources were also present in the fuel tank Once again thank you for your interest in this important investigation Sincerely Dr Bernard S Loeb Director Office of Aviation Safety Original Message From Bob Donaldson Sent Tuesday February 22 2000 10 32 PM To criderd ntsb gov mailto criderd ntsb gov Cc Paul Marcone cmdrdonaldson yahoo com Subject TWA Flight 800 Exhibit 22c Dennis I have been reviewing Exhibit 22c and I have some questions 1 There seems to be a discrepancy between Figure 18 and Figure 10 Figure 10 shows that the aircraft was in the air for 53 3 seconds yet Figure 18 shows the aircraft was only visible on radar for 8 sweeps the graph shows 9 but its wrong That s only 37 7 seconds The difference is 15 8 seconds or nearly 4 more radar sweeps Since the radar was picking up small boats in the area the aircraft should have been visible to the radar all the way to impact Therefore it appears that the radar data does not support the Zoom Climb scenario s proposed by the CIA and NTSB The two graphs I referenced can be found here http twa800 com images exhibit22c 1 gif Q Did you find anything in the radar data that supports the Zoom Climb scenario 2 I did not find a time vs altitude graph which plots a ballistic fall It would seem that this scenario would be far more likely than the zoom climb Q Why didn t you calculate or simulate a ballistic trajectory for the main aircraft wreckage when you calculated one for dozens of other aircraft parts 2 When I plotted a ballistic trajectory on Figure 10 it shows the aircraft impacting the water after radar sweep 8 Therefore the radar supports this scenario more than the zoom climb Q Wouldn t you agree that a ballistic fall is at least as reasonable a scenario as the zoom climb and more probable based on the radar data 3 Figure 18 shows 9 radar hits with a trend line going through them When I plotted the raw data released recently at the NTSB web site there are only 8 hits on the Islip radar There were two hits on sweep 6 and it appears someone mistook this as

    Original URL path: http://twa800.com/letters/loeb-3-30-00.htm (2016-02-13)
    Open archived version from archive



  •