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    captain with whom Mr Molin had flown in 1997 notified investigators that he was concerned with the way Mr Molin had reacted to wake turbulence on the 727 s According to the investigator who spoke on the condition of anonymity the captain said Mr Molin was awfully aggressive According to another investigator the captain said Mr Molin s handling of the 727 s was abrupt Investigators say the plane in this crash left Kennedy 2 minutes and 20 seconds behind a Japan Airlines 747 400 slightly longer than the minimum that should separate planes as they take off and ran over its wake An airplane leaves two wakes each a horizontal tornado beginning at the wingtip The A 300 hit the first uneventfully but seven seconds after it hit the second which was 93 seconds after liftoff it lost the vertical portion of the tail Investigators believe Mr Molin pushed the rudder as far as it would go in each direction twice a movement that one investigator said could break the airplane Among the issues that will be explored at the hearings is the performance of what is known as the plane s automatic rudder limiter a device that is supposed to prevent the rudder from being moved farther than is safe at its air speed at the time To the surprise of pilots the accident has shown that the rudder limiter may prevent the rudder from being pushed too far in a single direction but does not protect against damage if it is pushed in alternating directions Shortly after the crash the safety board an advisory body and the Federal Aviation Administration issued a warning against flipping the rudder back and forth A second question concerns the ease with which the rudder could be manipulated So little force is

    Original URL path: http://twa800.com/news/nyt-10-15-02.htm (2016-02-13)
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    ³This article focuses on so called Œnew information¹ attributed to unnamed investigators that suggest First Officer Sten Molin¹s performance somehow led to the Flight 587 accident To reach any conclusions about the cause of this accident until the National Transportation Safety Board has concluded its investigation is premature and inappropriate ² said Captain John E Darrah APA President According to the article the NTSB received information from an American Airlines Captain with whom First Officer Molin flew in 1997 that calls into question First Officer Molin¹s handling of wake turbulence Flight 587 departed immediately after a Tokyo bound Japan Airlines 747 400 and subsequently encountered the 747¹s wake The turbulence produced by an aircraft¹s wake particularly that of a large heavy aircraft such as a 747 400 is the number one cause of loss of control involving multi engine turbojet aircraft Darrah noted that the Captain who provided the information flew a total of six flights with First Officer Molin almost six years ago He further noted that the NTSB also has testimony from both Flight Engineers who were aboard the same flights that directly contradicts the Captain¹s testimony In addition the NTSB has testimony from other Captains who flew more than 70 flights with First Officer Molin who have nothing but praise for his piloting abilities ³It seems ill advised to focus on one individual¹s testimony when it is clear that this testimony is in dispute ² said Darrah ³The traveling public is much better served by permitting a methodical thorough investigation to go forward without the unnecessary distraction produced by such incomplete dubious information ² Earlier this year as part of its participation in the Flight 587 accident investigation APA called for non destructive testing of composite materials on today¹s modern airliners asked the Federal Aviation Administration to

    Original URL path: http://twa800.com/news/apa-10-16-02.htm (2016-02-13)
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    than previously announced It is expected to run four days Television A mandatory network television pool has been requested the assignment has not yet been made TV crews will be able to tap into the pool feed at tables set up outside the Board Room Escorted cutaway shots will be permitted for all crews in the Board Room itself Radio A mult box will be available in the Press Room and outside the Board Room for the Board s in house audio feed Print and Electronic Reporters Reporters are welcome to view the proceedings from inside the Board Room or from the adjacent Press Room Public Docket CD ROMs of the public docket on the investigation which will contain factual reports and related material such as the cockpit voice recorder transcript will be available to accredited news media in the News Media Center beginning at 8 00 a m Access to the facility begins at 7 30 Hearing exhibits and selected items from the docket will appear on the Board s Website WWW NTSB GOV around 10 00 a m Material will continue to be added to the docket during the course of the investigation Security Notice Persons entering the

    Original URL path: http://twa800.com/news/ntsb-10-25-02.htm (2016-02-13)
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  • agency s first probe involving the European based Airbus The submissions also crystallize arguments the companies have been making piecemeal and in private since the Airbus A300 600 lost its tail fin over New York and plunged into a residential neighborhood near John F Kennedy airport All 260 people on the American Airlines flight bound for the Dominican Republic and five on the ground were killed The crash shook an already traumatized New York City just two months after hijacked airliners slammed into the World Trade Center in the Sept 11 attacks The American Airlines crash was the first time anyone could recall a tail fin and rudder snapping off a commercial plane creating a mystery that has tested the most advanced theories on the effects of turbulence and aerodynamics on aircraft construction American said the design of the flight control system was unique and included an unexpectedly sensitive rudder which caused co pilot Sten Molin to lose control of the wide body aircraft shortly after take off What the pilots of Flight 587 did not know was that the rudder controls on the become increasingly sensitive as airspeed increases American said Airbus blamed the crash on what it called

    Original URL path: http://twa800.com/news/ad-3-4-04.htm (2016-02-13)
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    the data that was used to develop the video My appeal of the NTSB decision was refused so my only recourse was a lawsuit Lahr said The retired pilot has an engineering degree from the University of Southern California As a member of the Air Line Pilots Association Safety Committee he investigated eight major accidents that involved large jet airliners or freighters Two involved aircraft that crashed into deep ocean water just as Flight 800 did Lahr said other pilots who were eyewitnesses to Flight 800 s crash and aloft at the time refute the zoom climb hypothesis Two have filed affidavits in support of Lahr s suit Retired Air National Guard helicopter pilot Maj Fred Meyer a Vietnam War combat veteran and an attorney said he saw a streak of light with a trajectory like a shooting star explode near the airliner Based on his combat experience he said the light was an explosive projectile definitely a military warhead He and the rescue helicopter crew which happened to be on a nearby training mission watched the fireball immediately plummet to the water as they raced to look for survivors There was none Eastwind Airlines pilot David McClaine s aerial view of the Flight 800 fireball made him the first person to transmit the message of the tragedy to authorities He was piloting a Boeing 737 when he saw a light ahead of him in the sky explode into a ball of flames divide into two large streamers and immediately fall to the water Had Flight 800 zoom climbed it would have done so right through McClaine s course Paul Beaver a missile specialist for the British military publishing house Jane s said both accounts sounded like a missile striking the passenger jet Lahr s is one of two TWA related FOIA suits moving through Federal Court On the East Coast another engineer has taken the FBI to court in an attempt to acquire the forensic evidence about hundreds of foreign objects the FBI seized from the bodies of the crash victims during their autopsies The evidence was never shared later with the coroner nor requested by the NTSB Graeme Sephton who works at the University of Massachusetts said he realized that unlike other evidence collected from the bottom of the Atlantic the foreign body evidence is definitive because there is no chain of custody ambiguity It cannot readily be explained away Sephton filed his FOIA in 1998 In early 2000 the FBI said it could find only 23 pages of responsive documents relating to the objects that were removed from 89 of the victims In July 2000 Sephton sued the FBI for its apparent withholding of documents That three year litigation has produced documents confirming that substantial forensic lab data were withheld from the NTSB and the coroner Among the 550 pages the FBI has submitted to the Federal District Court in Springfield Mass the FBI has surrendered only one page of actual forensic results One of the FBI

    Original URL path: http://twa800.com/news/firo-pr-11-20-03.htm (2016-02-13)
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    and Liz Sanders Others working with Suffolk County Medical Examiner and involved in victim identification and autopsies reported being seriously intimidated by the FBI Important evidence was reported as going missing The FBI suppressed and withheld some of the most critical evidence They withheld from the coroner Dr Charles Wetli all the forensic lab data they derived from analysis of the foreign objects removed during autopsies Telltale explosive residues were detected extensively throughout the aircraft and then explained away The agency withheld most of the eyewitness evidence from the National Transportation Safety Board NTSB for more than two years after it had closed its own investigation and handed control of the investigation over to the NTSB The CIA was placed in charge of an animation to explain away the scores of witnesses who had described and sketched a missile like object rising from the water towards the doomed 747 In August 2000 the NTSB released its final conclusion that the center fuel tank had exploded perhaps due to a possible arcing wiring problem In the 96 percent of the aircraft that was salvaged with nearly all the wiring no physical evidence of any arcing was ever found despite an excruciating effort to do so It should be noted that electrical sparks and arcing have a very distinctive signature they leave pits and weld marks on the wires or whatever two metallic surfaces might be involved That fortunately doubles the chance of finding sparking evidence None was found No other 747 center fuel tank has spontaneously exploded before or since Many of those citizen researchers who have worked on this for over five years believe that theabundant evidence about the cause of this About the author The author is a member of Independent Researchers Organization investigating the Flight 800 crash and an engineer at the University of Massachusetts Amherst This month he won an appeals court ruling that may compell the FBI to turn over certain documents The FBI has been fighting him since 1998 Sephton believes that certain pieces of debris taken from bodies of Flight 800 passengers are consistent with pellets from missile warheads More information is available at http www foiac org index htm explosion will eventually come out and a more objective evaluation will then be possible Most independent researchers believe that the evidence that has been released to date points to some sort of missile event While that conclusion might still be contentious it can be said without fear of contradiction that there is compelling evidence of an inadequate incomplete and compromised investigation We believe that the sooner the whole case is reviewed the better for everyone It will only be at that point that the urgently serious problem of government interference and manipulation of public interest science can then be properly addressed The story of the independent researchers efforts and successes is a fascinating one Some of the researchers have spent their lives serving aviation in one way or another Capt Ray Lahr made every

    Original URL path: http://twa800.com/news/amcostarica.htm (2016-02-13)
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    capable of recording values that meet the accuracy requirements through the full dynamic range of each parameter at a frequency sufficient to determine a complete accurate and unambiguous time history of parameter activity with emphasis on capturing each parameter s dynamic motion at the maximum rate possible including reversals of direction at the maximum rate possible A 03 48 Require that all existing transport aircraft that are required to carry a flight data recorder be retrofitted with a flight data recorder system capable of recording values that meet the accuracy requirements through the full dynamic range of each parameter at a frequency sufficient to determine a complete accurate and unambiguous time history of parameter activity with emphasis on capturing each parameter s dynamic motion at the maximum rate possible including reversals of direction at the maximum rate expected A 03 49 Require that within 2 years all Airbus A300 600 A310 and Boeing 747 400 airplanes and any other aircraft that may be identified as recording filtered data be retrofitted with a flight data recorder system capable of recording values that meet the accuracy requirements through the full dynamic range of each parameter at a frequency sufficient to determine a

    Original URL path: http://twa800.com/news/ntsb-11-6-03.htm (2016-02-13)
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    way to see the discrepancies between the CIA and NTSB versions and to see the absurdity of the whole zoom climb concept Keep the following in mind as you watch the videos Nearly one hundred witnesses saw a streak of light rising from the surface and intersecting with Flight 800 A huge explosion followed and the debris fell downward in two flaming balls to the ocean In order to explain away these eyewitnesses the CIA postulated that after the nose of TWA800 was blown off the remaining aircraft zoom climbed from 13 800 feet to 17 000 feet trailing flames The CIA claims the witnesses did not see the first explosion because the sound had not reached them and alerted them Nevertheless even though the sound still had not reached them the CIA claims the witnesses looked up in time to see TWA800 climbing and trailing flames This was supposed to be the rising streak of light Then at the top of the climb the CIA postulates a second fuel explosion The witnesses thought this was the first explosion Then the debris fell to about seven thousand feet where the CIA postulates a third fuel explosion This was about 42 seconds after the first explosion It took about 40 seconds for the sound of the first explosion to reach the witnesses on the shore Supposedly these witnesses heard the sound looked up and saw the third explosion thinking it was the first explosion and then they saw two streams of flames descend into the ocean Well this scenario is ridiculous but the CIA video was presented with a straight face and an authoritative voice The aviation community scoffed Nevertheless a month later the NTSB showed its own video version at the first Public Hearing The NTSB reduced the verbal description

    Original URL path: http://twa800.com/news/lahr-vs-ntsb-11-5-03.htm (2016-02-13)
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