Posted on 12/14/2001 5:05:27 PM PST by SubMareener
At the AIM Christmas party tonight, Reed Irvine told me that the NTSB has quietly destroyed all but a piece of the body and one engine from TWA Flight 800. There will probably be more details about this in the next issue of the AIM report. I'll post it when I get more details.
The National Transportation Safety Board, NTSB, has secretly sent a large part of the wreckage of TWA Flight 800 to a Long Island junkyard for recycling. Millions of dollars were spent recovering the wreckage from the ocean and transporting it to Calverton, where the fuselage was assembled as a mock-up to impress the public with what a thorough job the investigators - the NTSB and the FBI - were doing.
That was for show, but there was other wreckage that they didn't want shown. Journalists and private investigators were not allowed inside the Calverton hangar to inspect the bulk of the recovered wreckage, but even members of the official investigating team were not allowed into a special area where the FBI secreted items that they didn't want the representatives of the NTSB, TWA, Boeing, and the interested unions to see.
The fuselage mock-up will be preserved, together with one of the four engines. The destruction of the rest was carried out in July and August of this year. The recycler says that he had to pledge to keep it secret to get the contract. Long Island's News Channel 12 learned about it only recently. The NTSB claims that all interested parties were told what they intended to do. The parties who are most interested, those who have carried out their own investigations and are convinced that the government's explanation of the cause of the crash is bogus, were not notified.
The NTSB denies they kept it secret, but it's clear that they did so. They knew that there were many people interested in the TWA 800 case who would have strenuously objected to the destruction of evidence that they believed would prove that the NTSB and FBI had covered up the real cause of the crash - hits by missiles which had been seen by hundreds of eyewitnesses. The FBI was so nervous about what some of the recovered wreckage revealed that they would not allow non-FBI members of the official investigation team to see it. It was kept in a special room that only the FBI special agents could access. Other investigators complained that evidence was taken to that room and never seen again. Now we will never know what vital bits of evidence were hidden in that room.
One of them may have been part of the tail assembly of a drone manufactured by Teledyne Ryan Aeronautical, TRA, in San Diego. We know from a misdirected fax that the FBI asked TRA to send an official to Calverton to see if he could identify some bright orange wreckage. After seeing it, the official asked his office to send him a parts list and drawings of the tail assembly of the BQM-34 Firebee 1. When I questioned him, he first said it was just junk, but he then switched and said he saw a part similar to a TRA product and that he sent for the drawings to prove that it wasn't theirs. If it wasn't from a Firebee, it must have been from another drone, evidence the FBI hid and the NTSB has destroyed.
Major Fritz Meyer was piloting an Air National Guard helicopter when he saw TWA Flight 800 struck by missiles. Later he viewed the wreckage in the Calverton hangar and was struck by the heavy damage done to a nose wheel and tire. An NTSB official with him remarked that experts told him that was caused by a bomb. The "bomb" must have been attached to a missile. That was also evidence that had to be destroyed.
When part of the leading edge of the right wing was tested for explosive residue by an Egis machine, 12 positive hits were registered. Maj. Meyer flew it to Washington to be retested by the FBI crime lab, which reported that all but two of the 12 hits were false positives. Dr. Frederic Whitehurst, the FBI's top explosives expert until he was assigned to a different job when he became a whistleblower, says that the lab failed to follow proper procedures in retesting the wing. In any case, there were two positive hits for explosive residue, evidence that a missile had exploded near the plane. That evidence was a serious threat to the government's theory of the cause of the crash.
The destruction of so much evidence that could be used to prove that the government has covered up the real cause of the crash of TWA 800 may have been legal, but those who ordered it apparently feared they might not have been allowed to get away with it if they did so openly because it is morally outrageous. Reed Irvine can be reached at ri@aim.org
After nearly 5 1/2 years of intensive collective effort, the tinfoil hatters have never been able to publicly present one speck of physical evidence - NONE, any expert witness report analysts who agree with them - not even ONE, any expert metallurigst who agree with them - NONE, etc., etc.
Here's why: The "Missile Witnesses" Myth
The only people outside of the government who ever got their hands on pieces of the plane (seat cushion material from strategic areas of the cabin) were mercilessly prosecuted and smeared by the government for their independent findings suggesting rocket propellant residue on seat cushions INSIDE the aircraft cabin. A civil lawsuit is pending against the United States government by James Sanders for this malicious prosecution. The government claimed the orange residue was glue and produced an "expert" to back that position. Unfortunately, the expert claiming it was glue admitted he never tested it.
The CIA-produced animation of the supposed last moments of flight of TWA 800 is a breathtaking fantasy defying all known laws of physics and has brought belly laughs from scientists and aeronautical engineers for its implausibility.
You either don't know what you are talking about or are making a further contribution to the pack of lies already given us by the government.
People wanting to read some truth about TWA 800 would be well-advised to read two books written by James Sanders: "The Downing of TWA 800," and "Altered Evidence."
The FBI was so nervous about what some of the recovered wreckage revealed that they would not allow non-FBI members of the official investigation team to see it. It was kept in a special room that only the FBI special agents could access. Other investigators complained that evidence was taken to that room and never seen again.
From your comments:
After nearly 5 1/2 years of intensive collective effort, the tinfoil hatters have never been able to publicly present one speck of physical evidence
I think there's a reasonable reconciliation of these two statements. Can you find it?
So, now they have destroyed the evidence of TWA 800. They did the same at Waco, where the front door mysteriously disappeared, the freezer in which the bodies of the victims were stored mysteriously went on the blink, and the rubble was all bulldozed and buried.
Ditto with OKC, where no one was allowed near the wreckage, which was all bulldozed and buried.
Ditto with Vincent Foster and Ron Brown, whose medical X-rays mysteriously disappeared from locked government safes. I don't think Bush ordered this latest criminal coverup, but I do think he has carelessly left in place a lot of criminals and bad actors whom he should have sent packing long ago. If the shoe had been on the other foot, you can be sure that clinton would fired them, just as he fired the FBI director and all the US attorneys.
It's in the link I provided. See NTSB Exhibit 4-A:
"On July 19, 1997, National Transportation Safety Board (NTSB) Investigator, Mr. Bruce Magladry formed a witness group which was to include representatives from TWA, ALPA, and FAA. The group was to have begun work on July 20, 1996.
Following this initial group formation, on July 19, 1996, FBI agent Robert Knapp, informed Mr. Magladry that the FBI was not prepared to share any information outside the NTSB, so parties could not be involved with this group. In addition, Mr. Magladry was informed that he would not be permitted to conduct any interviews because the FBI did not want conflicting information. The parties were notified and the formation of the witness group was not continued.
On July 21, 1996, at the NTSB evening progress meeting, Mr. Magladry, and Mr. Wiemeyer, the NTSB operations group chairman, met with assistant United States Attorney Valerie Caproni. In that meeting, Ms. Caproni reiterated that no interviews were to be conducted by the NTSB, but the NTSB could review FBI supplied documents provided no notes were taken and no copies made.
On July 22, 1996, an agreement was reached with the FBI, that interviews could be conducted by the NTSB, but would be done under the direction and in the company of the FBI, and all information would be kept private with no notes being taken by Mr. Magladry. According to Mr. Magladry, this caused him concern, because in his view, the NTSB is mandated to make information collected during an investigation part of the public record. The FBI has no such mandate.
On July 24, 1996, Mr. Magladry ended his witness information gathering efforts."
Source
"You either don't know what you are talking about or are making a further contribution to the pack of lies already given us by the government."
Suggestion: Instead of shooting from the lip, look over the documentation included in the clickble links I provided you with.
Put this video in Christmas stockings.
They've been busy, we eat popcorn and watch movies.
"We are potentially the most dangerous agency in the country,"
FBI Director Louis Freeh - testimony before the House Judiciary Subcommittee on Crime on June 5, 1997
Welcome To Future Felons of America
Living the outlaw life: Freeing your inner outlaw
""The U.S. Code, which contains all federal statutes, occupies 56,009 single-spaced pages. Its 47 volumes take up nine feet of shelf space. An annotated version, which attempts to bring order out of chaos, is three feet long and has 230 hardcover volumes and 36 paperback supplements. Administrative lawmaking under statutes fill up the 207-volume Code of Federal Regulations, which spans 21 feet of shelf space and contains more than 134,488 pages of regulatory law. … Federal law is further augmented by more than 2,756 volumes of judicial precedent, taking up 160 yards of law library shelving."
"There's no way to rule innocent men. The only power any government has is the power to crack down on criminals. Well, when there aren't enough criminals, one makes them. One declares so many things to be a crime that it becomes impossible for men to live without breaking laws."
Atlas Shrugged, Ayn Rand
Then you just round em' up, move em' out and ask the rest where they would like the Mark.
I'd like a chance to shoot from my lip, as well. ~200 witnesses saw a rocket moving toward flight 800 before the explosion. No amount of mealy-mouthing and hogging & then destroying the evidence will change that, and there's been plenty--which painfully obviously indicts the government's case from the get-go. No court of law would put up with these kinds of shenanigans from, say, a car-thief. It is painfully obvious, from previous incidents overseas, that the inevitable cost of these trigger-finger missile defense systems is going to be accidently shot down civilian aircraft from time to time. It is painfully obvious that an elite element in the government/military decided some time ago that this problem must never come up for public review. That is all that is going on here. When government mal-feasance and bad faith is this abundant, there is no point in trying to rescue the case with more technical evidence. That would not work in court--the judge would simply put a stop to proceedings, and put the malfactor away for contempt until he started telling a story without self-serving omissions, and extra-ordinary variations from normal investigative procedure.
I've passed this info on.
Here's my definition of a government-paid expert:
ex·pert (kspûrt) n. Ex is sort of a has-been and a spûrt is just a drip under pressure.
dan
Not true.
The following is a report on the analysis of the "3M glue - red residue - rocket exhaust residue":
---------------------
Sanders
Investigation of Red Residue and other Explosive Residues
After 24 July 1996 Parties to the Investigation were removed from the recovery operation at sea, denied access to physical evidence, denied access to FBI laboratory reports, denied access to eyewitnesses, by order of the Justice Department. These procedures are at variance with Title 49 of the US Code and common sense. These aviation experts were the Parties to the Investigation.
By segregating the Investigators from free access to all evidence, these aviation experts were effectively segmented into compartmentalized working groups, unable to examine and evaluate the larger picture. Consequently their Working Groups produced more questions and anomalies to the central theory than they did answers. Those anomalies appear as findings of fact in this document.
Captain Terry Stacey is a senior TWA check pilot and was a member of the investigation’s Operations Factors Group and Eyewitness Group. He ultimately lost confidence in the integrity and competence of the Justice Department investigation and provided small samples of a suspicious residue to an outside investigative journalist, Mr. Sanders, for testing. After that event, the FBI began threatening Captain Stacey, Mr. Sanders and those corporations, which were a Party to the Investigation, with Federal Obstruction of Justice prosecutions.
The Justice Department was well aware of the identities of the investigative journalist, Mr. Sanders, his wife, a senior TWA flight attendant, as well as Captain Stacey. Their roles in the above incident were known seven months in advance of the announcement of their indictment. The arrest warrants appear to have been delayed to coincide with the beginning of NTSB Public Hearings in Baltimore on 8 December 1997. When Mr. & Mrs. Sanders turned themselves in, FBI Agents handcuffed both behind the back and purposefully paraded them in front of media cameras. A junior FBI agent present had requested they not be handcuffed and be allowed to avoid the media, his request was denied.
The alleged Federal crime that generated the unusual prosecutorial behavior cited above was the theft and receipt of (worthless) government property (stained aircraft seat fabric) by an authorized aircraft crash investigator and a published investigative journalist who had previously testified before congress as an expert witness on other matters (POWs).
The red seat residue taken by Captain Stacey was given to Mr. Sanders for outside testing and was processed by West Coast Analytical Services (WCAS) in California. Laboratory findings of the sample given WCAS showed a high concentration of metals that is not consistent with the seat material or with the seat repair adhesive.
The remaining sample of residue in Sanders possession was given in good faith to CBS in New York for further independent outside testing. CBS New York turned the sample over to the FBI. CBS was reported to be under threat of a pending FBI raid.
Both the NTSB and the FBI maintain the red residue Captain Stacey gave Mr. Sanders was 3M 1357 Scotch Grip Adhesive (Listed at NTSB Docket 5A-516 Exhibit 20C). That adhesive is used by TWA to refurbish aircraft seats. The Lab results produced by WCAS are entirely different from the test results done on TWA Seat Backing Adhesive by Dr. Bassett’s laboratory at NASA and two other independent laboratories. Because Dr. Bassett was not allowed to lift the red residue from the seats at Calverton himself, he is not sure he tested the same residue. See Mr. Stalcup’s statement at Exhibit 9 * and proffer of Laboratory evidence.
Dr. Bassett of NASA, an ex US Marine, had several conversations with Dr. Birky, NTSB Fire and Explosives Group Chairman, prior to and after Dr. Bassett ran tests. Dr. Bassett first requested he go to Calverton to lift residue samples himself to ensure chain of custody of the sample and to see what he was testing. Dr. Birky denied that request.
Later, after Dr. Bassett had run tests on CW504, the first metal aircraft part found in the western Debris Field, he called Dr. Birky saying he had detected nitrates on the part (possible explosive residue) and recommended immediate further testing for specific explosives. Dr. Birky directed Dr. Bassett to stop testing and in a later phone call Birky informed Bassett, "we now have a plausible explanation for the nitrates, it was cigarette smoke residue from air-conditioning ducts". Dr. Bassett informed Birky he had already tested A/C ducts and found them free of nitrates.
Dr. Birky’s failure to follow scientific protocol, lack of normal curiosity and his proactive move to shutdown the inquiry once vital clues were being developed, has an appearance of suppression of evidence. Both Dr. Bassett and Dr. Birky be placed under oath in Congressional Hearings.
Deputy FBI Director Kalstrom wrote a letter to NTSB Chairman Hall prior to the 8 December 1997 Public Hearing specifically requesting public reference not be made to: Eyewitnesses; the CIA video tape (that was released to discredit eyewitnesses); or any reference to residue testing. The conduct of the Justice Department and the FBI in the matter of residue on aircraft seats and parts warrants close scrutiny. In any just forum, the public assault on Captain Stacey’s motives by Federal authorities would constitute libel, if not prosecutorial misconduct. Do US attorneys in New York actually believe the Senior Check Pilot for TWA in New York, having just lost 43 fellow employees in this incident, was motivated by anything other than finding the truth?
Congress should provide the opportunity for Captain Stacey to return to Calverton, identify the residue he was suspicious of and have the appropriate scientists lift the residue for outside laboratory analysis to resolve this matter. Captain Stacey should also have the opportunity to testify before a congressional committee to clear his good name. At Calverton, bomb-sniffing dogs were used to identify contaminated parts. They were then sent to chemical sniffers for determination of specific high explosives.
The EGIS 3000 chemical sniffer used by the FL800 debris recovery teams on Long Island was the best equipment available. Various media have reported the chemical sniffer processing teams identified at least a dozen pieces of debris from both inside and outside the aircraft with specific high explosive residue contamination. This was after saltwater immersion, washing, and identification as explosive residue by bomb sniffing dogs. The possibility of a false positive reading on a EGIS 3000 when testing bare metal is approximately 1: 10,000.
Explosive experts are on record stating that high explosive residues (nitrogen compounds) are very soluble in water. A significant amount of debris was pressure-washed by NTSB personnel when it was brought ashore prior to chemical screening for explosive residue at the Calverton hanger by FBI agents. The Justice Department decided to have the FBI laboratory in Washington DC verify each positive residue finding. Only two samples were reported to have made it through the FBI Lab tests as positive.
Normal scientific protocol requires different methodology or equipment be used to confirm a finding by an original test. If the original identification was done on a EGIS 3000, then the confirmation procedure would have to use less sensitive equipment. The explosive unit chief at the FBI Lab, J. Thomas Thruston, was the individual involved in the TWA FL800 investigation. In testimony pertaining to faulty FBI laboratory procedures in the fall of 1997 before the Senate, Inspector General Michael Bromwich testified "Hundreds, if not thousands, of cases are implicated". Former crime lab unit chief James Corby singled out the explosives unit chief as a particular problem stating, "Special Agent Thurston did alter reports intentionally."
Source: Kay Pennington
TEST ONE RESULT is from the red residue visible on 15 seats of the reconstructed TWA 800 in Calverton Hangar. The test was performed at Santa Fe Lab in California under the direction of James Sanders, which he printed in his book "The Downing of TWA Flight 800" and the Press-Enterprise, Riverside California, March 10, 1997 edition.
TEST TWO RESULT is for 3M 1357 adhesive from an UNSOAKED sample performed by Coffey Labs, Portland Oregon, and supervised by Austin Stephens.
TEST THREE RESULT is from Atlantic Ocean water obtained by J Greg Miller , and soaked - 22 days - fabric from sister ship to TWA 800. Tests were performed under the supervision of researcher Thomas Stalcup.
| Test One | Test Two | Test Three | |
| ELEMENT | Sanders Sample | 3M Glue | Seat Fabric |
| Magnesium | 18% | 2.5% | .007% |
| Silicon | 15% | .0005% | .0004% |
| Calcium | 12% | .0020% | .0011% |
| Zinc | 3.6 % | .043% | .0002% |
| Iron | 3.1% | .0041% | .001% |
| Aluminum | 2.8% | .0065% | .0018% |
| Lead | 2.4% | None Detected | NONE |
| Titanium | 1.7% | .00012% | .0002% |
| Antimony | .53% | None Detected | Not Tested |
| Nickel | .38% | None Detected | None Detected |
| Manganese | .21% | .00048% | None Detected |
| Boron | .081% | .0016% | .001% |
| Copper | .053% | None Detected | Not Tested |
| Silver | .032% | None Detected | None Detected |
| Chromium | .032% | None Detected | None Detected |
Below is a list of explosive/rocket fuel properties of the components of the Sander's analysis. The presence of so many different kinds of metals are indicative of rocket propellant more than some type of explosive. The compound that is missing is ammonia, which is a primary component of many solid rocket mixtures; but this will react during the burn and would not likely be found in any residue. Results available upon request.
Sanders Test Results Rocket Propellant/Explosive Characteristics
| Magnesium | 18% | Used as an igniter to increase combustion temp |
| Silicon | 15% | Possible binder component |
| Calcium | 12% | As nitrate, heat or shock sensitive explosive |
| Zinc | 3.6% | Rocket fuel component |
| Iron | 3.1% | As Fe2O3 - Burn accelerator |
| Aluminum | 2.8% | Possible burn moderator, produces white flame |
| Lead | 2.4% | Burn moderator; potentially explosive as azide, mononitroresorcinate, or staphynite |
| Titanium | 1.7% | Igniter, increases combustion temperature |
| Antimony | 0.53% | Burn moderator |
| Nickel | 0.38% | Diamine nickel nitrate - burn stabilizer |
| Manganese | 0.21% | |
| Boron | 0.81% | |
| Copper | 0.53% | As chromite - burn accelerator |
| Silver | 0.03% | As azide or acetylide - heat or shock sensitive explosive |
| Chromium | 0.03% | As ammonium bichromate - solid fuel catalyst |
\The NTSB has, under law, complete authority to interview witnesses... they did not. The FBI was not qualified to conduct this investigation, its agents haven't the background or the technical knowledge to know even what questions to ask.
What has become increasingly obvious is that the 302 forms filed by the various agents supposedly recounting the interviews bear little relationship to what was actually said during the interviews! Often, when the 302s are compared to extant contemporaneous notes, they are at odds with what the FBI agent himself noted during the interview.
What you cited was evidence of the FBI and a government attorney MIS-INTERPRETING the law about which agency had primacy in the TWA-800 investigation.
Or, alternatively, "Oh, but if you have nothing to hide, why do you worry about the snooping into your private life?"
And finally, we can add, "Here, take my Constitutional rights and keep me safe from terrorists!" These will be the words that spelled the end of our Republic.
The "explosion" was the Massive Fireball, informally estimated at 2000 feet in diameter, which filled the sky between about 5500-7500 feet at approximately 8:31:47. Nobody saw the Initiating Event that started tearing the 747 apart at 13,800 feet at 8:31:12.
The fiery streak didn't even appear until moments before the Massive Fireball explosion - long after the IE.
Source
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