The NTSB Flight800 "Investigation""A Shot in the Dark?"by: John E. Fiorentino

7/27/02 | John Fiorentino

[JohnFiorentino]

The NTSB Flight800 "Investigation" "A Shot in the Dark?"

Inspector Clouseau beware---the NTSB is gaining on you!

The NTSB's abysmal handling of the Flight 800 investigation continues to be brought to the fore. Recently uncovered information points again to the sad effort put forth by this once proud and efficient organization.

The NTSB, under the direction of it's then director, Jim Hall was apparently unable to identify an aircraft on an ATC, (air traffic control) tape despite the fact that the pilot radioed it's tail number to the control tower!

On the evening of July 17, 1996 a pilot of a private aircraft radioed Gabreski Tower on Long Island that he had witnessed a "boat leaving in a Westerly direction" from the TWA 800 crash scene. The report appears on the Gabreski ATC tape--the pilot gives his tail number as "N776." Although it would turn out this tail number was incomplete, the pilot nonetheless made other statements which would aid any competent investigator in determining the identity of his aircraft. Apparently the NTSB employed no such competent personnel.

The following are from official NTSB documents: This is from exhibit 3A: > > > > > > >>At 0041:27 UTC and again at 0041:37 UTC, an Emergency Locator > > Transmitter > > > signal was > > > heard on the New York Flight Service Station frequency. > > > > > > The tape from Gabreski Tower (FOK) was barely readable. However, the > ATC > > > group was able > > > to discern a report on the tape of a pilot who reported a power boat > > > proceeding west from the > > > vicinity of the impact site. The identification of the aircraft was > not > > > clear

From exhibit 3E: > > > > > > 010545 125.3 N776 > > > 776 I DON'T KNOW WHETHER YOU HAVE ANY REPORTS > > > ABOUT THIS THING OUT THERE BUT *** THERE'S > > > SOMETHING BURNING AND WHAT'S INTERESTING IS THERE > > > WAS A BOAT LEAVING IT *** TO THE WESTERLY DIRECTION.

During his several communications with Gabreski Tower the pilot of N776 indicated to the Tower--"Skyhawk 776"--another identifier. A "Skyhawk" is a Cessna 172P, fixed wing -- propeller driven, 4-seat aircraft.

In the initial investigation into this anomaly performed by ARAP, (Associated Retired Aviation Professionals, a group headed by Cmdr. William S. Donaldson, USN/Ret) which has been independently looking into Flight 800, the search for N776 was once again unproductive. This search yielded erroneous information which this author quickly refuted. The aircraft was initially traced to an individual in Texas, who did not own a Cessna, his tail number though was indeed N776. The total time spent tracking down ARAP's lead and discovering their mistake was approximately 3 hours. Subsequent investigation and searches of FAA databases have now uncovered the true identity of "N776." The total time expended was several days, at the cost of only several dollars.

Why is it that the NTSB---which expended many millions of dollars and several years---was unable to discover the identity of this aircraft? More importantly, what did the pilot of "N776" actually see? Why is it so important?

This aircraft's pilot is perhaps the only adult individual to view what has now been coined the "30-knot track." What was the 30-knot track? Simply stated, it is a radar return indicative of a surface vessel travelling at 30-knots away from the TWA 800 crash scene. It is the only vessel in the area, which the FBI says it was unable to identify. This radar return also falls within an area established by the FBI from which they postulated the launch of a portable shoulder fired missile or (Manpad) may have taken place.

The information presented here is still being investigated. Will it yield any new clues as to what may have happened to TWA Flight 800?

+++++++++++++++++++++++++++++++

Copyright 2002, John E. Fiorentino

++++++++++++++++++++++++++++++++

John Fiorentino, is an independent investigator, who has been looking into the tragic crash of TWA Flight 800. He is the author of a forthcoming book on the assassination of President John F. Kennedy. Mr. Fiorentino has also produced several independent musical releases. He is currently employed at a law firm in New Jersey.

[Free the USA]

Index Bump

[goody2shooz]

Subsequent investigation and searches of FAA databases have now uncovered the true identity of "N776."

GREAT! So, John, who is this person, hm? Why not tell us.

[JohnFiorentino]

Perhaps you should have directed your question to the NTSB a long time ago........Just a thought.

[backhoe]

John, I will include this in the next email to about 22 letters to editors and about 16 "opinionators" like Rush & Hannity & Larry Elder. It will also go in the next DUBOB 9 update.

For the skeptical? Look here & see what you have missed:

TWA800_list:

To find all articles tagged or indexed using TWA800_list, click below:
	click here >>>	TWA800_list	<<< click here
(To view all FR Bump Lists, click here)

Also, before the bump lists were created, I did a couple of indexes- they may not work now, at all, or only in the future- but I'll include them-- humm! Or not, they seem to lead to the last page on the Internet! Rats!

[goody2shooz]

Ever since the earliest reports of this "crash" I noted how many witnesses were highly credible, with military and police investigative backgrounds. I've also noted how the NTSB and FBI stiffed those witnesses who described what can only be called a missile attack. I know the names of many of them because what each has claimed to have seen has been consistent from person to person and absolutely compelling.

Since you said you knew who was the pilot of N776, I thought I would ask you. So, if you don't want to divulge who the pilot is, fine.

[JohnFiorentino]

I apologize for my rather rude response.

[goody2shooz]

Thank you. I accept your apology and wish you great success with your investigation.

One of the people who died on that flight was a homocide detective from Portland, Oregon. She is greatly missed. As for me personally, I'm of the opinion the jet was shot down and the Clinton Administration knows how it happened. Their coverup is horrendous and everybit as criminal as the shoot down itself.

Godspeed, John Fiorentino.

[willyone]

Just how did they track a power boat? The ATC radar is located at Islip which is a few miles from there. Any small boat would be below the radar horizon. So what gives here? The tin foilers were claiming it was a Navy ship. Now it is a power boat? These people need to learn the basics of tracking targets with radar. What is possible and what is not. In addition were it a Navy ship it's IFF transponder wouild have identified it. The disinformation blaming it on the Navy will probably result in this never being solved. For what it is worth get a copy of the novel Stinger. It fits what happened to 800 to a tee.

[JohnFiorentino]

I'm GLAD you said that "willyone".........If you READ the article I wrote, you will quickly see that it was NTSB who said "powerboat".....and NOT the pilot of N776. He said "boat."..........Very astute observation!

[John W]

John-It is obvious you don't want to name the real owner of "N776",however,could you explain the reason that a query of the FAA database-available on the web since July 2001-returns the aircraft/owner that it does?

[GBA]

The question of how radar tracks a boat that is below the radar's line of sight is a sticking point for several of the people I argue this with. They simply say that it isn't possible for radar to track in that fashion and then believe the NTSB's explanation. I think it was shot down, but they believe the NTSB. How do you explain the point about the radar?

[TwoStep]

**Bump**

[JohnFiorentino]

Sure, who are you referring to?

[JohnFiorentino]

Well, I could go into a lengthy explanation. But, just as a suggestion, why don't you try asking your friends some questions, instead of them constantly asking you?

Ask them whether they believe the rest of the radar images identified in the NTSB public docket and by the FBI as boats is accurate. Now ask them why the 30-knot track is any different.

Just a suggestion.

[Swordmaker]

"Why is it that the NTSB---which expended many millions of dollars and several years---was unable to discover the identity of this aircraft? More importantly, what did the pilot of "N776" actually see? Why is it so important?"

John, it is obvious why they were unable to discover the identity of the pilot... he was an "eye witness." The NTSB had pre-determined that regardless of qualifications, position, knowledge, experience, eyesight, or any other factor, "eye witnesses" are inherently unreliable. THEY DID NOT WANT TO FIND HIM!

So why waste the effort... that effort could be used more constructively in obfuscating other "eyewitnesses" that had already come forward to deny the NTSB's comic Center Wing Tank conclusion! Certainly they did not want ANOTHER one of THOSE, would they?

As to what he saw? Irrelevant... according to the NTSB way of looking at things (through rose colored glasses), the pilot's testimony would be tainted because HE ACTUALLY SAW IT!

Why is it so important? The NTSB had to not find him so that it would make their job of covering up the REAL cause of the downing of TWA-800 easier. Why, if they found him, they might have to come up with another cockamamie explanation to discredit him!

See... simple NTSB logic explains away all your questions.

[John W]

I can't tell you.

[goody2shooz]

No, I don't suspect our Navy of shooting down Flt 800. I suspect Iran, as payback for having accidently shot down one of their civilian airliners.

[JohnFiorentino]

Then how can I answer your question?

[applemac_g4]

"As for me personally, I'm of
the opinion the jet was shot down and
the Clinton Administration knows how
it happened."

And coming as it did shortly before he stood for re-election, he simply could not let the truth be known.

As a pilot, I cannot tell you whether the military or islamic terrorists were to blame. The NTSB report and the conclusions it contains, however, are lies - as are the statements by the FBI and the "simulation" produced and publicized by CNN.

[cmsgop]

I like your screen name.

[gracex7]

PING!

[Gunrunner2]

>>John, it is obvious why they were unable to discover the identity of the pilot... he was an "eye witness." The NTSB had pre-determined that regardless of qualifications, position, knowledge, experience, eyesight, or any other factor, "eye witnesses" are inherently unreliable. THEY DID NOT WANT TO FIND HIM!<<

Just to offer a quick comment: The massive media exposure of the incident causes one to question why the alleged pilot has not come forward on his own. Indeed, with all this hoopla going on, and all these groups alleging all sorts of things, and the controversy surrounding the investigation and report, one would reasonably think the pilot would have come forward---but he has not.

[Revolutionary]

The most likely scenario:

TWA 800 was shot down with a laser guided surface to air missile (probably of Swedish origin). This was a terrorist act and the Whitehouse knew it almost immediately. This was a huge wild card in the '96 election that they felt was almost in the bag. The cover up machine went into full swing. In many cases using a very heavy hand of threats against persons and family. In other cases they just ran the now too familiar impeach the witness campaign. The NTSB report would be well after the election and most people would by what ever story they put out or not care. It must have been state sponsored or we would have heard the bragging (unless the press silenced any reports along this line--but they would not do that ;-] )

Clinton probably thinks he could have been the "great" leader if he just would have acknowledged the TWA 800 incident as a heinous act of terrorism. Delusional to the last. He should have cut back on the cocain use.

[John W]

Simple.All I'm asking is this:Why does the FAA database return a Beechcraft owned by a company in Texas instead of the "real owner" you mentioned in your original post?

[JohnFiorentino]

With all due respect John.......If you will THOROUGHLY read my article, you will see I already covered this. The co. you are referring to in Texas, is also mentioned in the article...why not re-read it, and if you still have questions, perhaps I can accomodate you.

[Gunrunner2]

>>TWA 800 was shot down with a laser guided surface to air missile (probably of Swedish origin).<<

Can you direct me to a web site that describes this alleged missile.

Many thanks.

[Thommas]

Here's your answer in a nutshell.

In the parlance of Air Traffic Control (ATC), the pilot and FAA controller will generally only once state the pilot's aircraft number in full, at the first transmission. Generally, after that, the controller and pilot refer to the aircraft number with only the last three alphnumerics, e.g., N12776 becomes N776 after the first transmission. Many pilots dispense with the full call sign initially as well.

What is complicating to most 2nd graders, though, is that some aircraft have less than a full five alphanumeric callsign. In the U.S. aircraft registry one will find callsigns(aircraft identification) with 4, 3, 2, and even one alphanumeric. As an air traffic controller, early in my career, I conversed with an FAA Flightcheck aircraft designated as N9, a Saberliner.

So, simply put, N776 was undoubtably the last three digits of a more full call sign. The NTSB, to assuage the public of their competence, told the press that their exhasustive search of the registry led them to a Bonanza in Texas with the callsign of N776 (a simple canard.)

Any junior grade, honorary subaltern at the local sheriff's department would take the necessary 15 minutes to check out a witness's viewed partial license number seen in a hit & run, and report the findings, e.g., 6 green Pintos with Florida license plates ending in 776 came up in the database, 1 is wrecked, 1 is lawn art, 3 were west of the Mississippi on the date in question, and the last one was parked 1/2 a block from the scene of the accident.

This is really tough detective work, but I saw it on Dragnet once....

[JohnFiorentino]

You're basically correct, EXCEPT NTSB couldn't even make the WRONG id of the plane in Texas!.......They never even got THAT far!

[John W]

"...if you still have questions, perhaps I can accomodate you."
The only one left,I believe is,who or what is the "true identity" of the plane in question?

[JohnFiorentino]

When I have completed this phase of my investigation I may post it. In the meantime, quite frankly, it wouldn't be conducive to a professional investigatory effort to post it now.

[Gunrunner2]

And possibly find out why he hadn't come forward. . .if he actually existed.

[Burr5]

You ALL need to get James Sanders' book "The Downing of TWA Flight 800". There you'll see a photo of the drone missile which the Navy (attempting to test a close-to-surface version of the Patriot system) failed to hit. Unfortunately, according to Sanders', the "hot" missile simply searched for the biggest, brightest target in the sky after missing, and hit it. That's the crux of the "accidental Navy shoot-down theory". It makes sense to me that Clintoon, with an election weeks away, would cover this kind of accident up. It makes NO sense to me that all this obstructionism and lying is the result of an attempt to keep secret an attack by TERRORISTS. This is the kind of "moment of greatness" Clintoon would have loved. He attacked Iraq just to divert attention from the Monica scandal didn't he? And the BUSH administration continues this cover-up even as we are AT WAR WITH TERRORISM. Nah...The terrorist theory doesn't make sense if you understand the personalities and interests of the last two presidents.

[Enduring Freedom]

I agree that a Missile shot down TWA800.

More bread and circuses for the masses, and the problem goes away, right?

Pinhead government f@cks are the real evil on this earth.

[backhoe]

You ALL need to get James Sanders' book "The Downing of TWA Flight 800".

Agreed.

[archy]

The most likely scenario:

TWA 800 was shot down with a laser guided surface to air missile (probably of Swedish origin).

The Swedish RBS70 SAAB/Bofors missile is certainly capable of having done so, particularly in its later production versions. And they've certainly been sold and distributed globally, including to several *usual suspect* nations in the Middle East:

Sounds like a near-perfect tool for the job....

RBS 70 is one of Saab Bofors Dynamics (former Bofors Missiles) most well known and established products. It is operational in 13 customer countries, on all continents – in arctic, desert and tropical environments. In addition to the Army system, it is also operational in some countries in other services as Air Force, Navy and Marine Corps. More than 15,000 missiles in so far three generations (Missile Mk 0, Mk 1 and Mk 2) has been produced.

From the very beginning RBS 70 was developed as a complete missile system and also given a potential of integration with most wheeled and tracked vehicles. The RBS 70 is superior to any competitive man-portable air defence missile system. Because of its 8 km intercept range in the head-on sector it really belongs to a class other than the VSHORAD.

The RBS 70 has been under constant improvement adapted to the most sophisticated future threat and using the latest solutions in missile technology.

Examples of improvements are:

The new BOLIDE missile
The Clip-on Night Device
Non-cooled laser diodes
PC-based simulator
Complete integration to state-of-the-art BM/C4I Systems

RBS 70 MISSILE SYSTEM CONFIGURATION

In its basic configuration the RBS 70 comprises a tripod, sight and missile. In a complete system configuration several fire units can be connected to surveillance radar enabling all C4I functions. A number of radar options with ready interface are available. And automatic threat evaluation is a part of the combat control at two separate levels. In the vehicle applications RBS 70 can easily be dismounted and used independently.

On customer's request Saab Bofors Dynamics will take full system responsibility whatever system configuration. If RBS 70 isn't interfaced with a surveillance radar it can of course operate autonomously.

With a Clip-on Night Device, designated COND, RBS 70 is given a 24 hours capability. A complete fire unit consisting of the weapon itself, COND and Battlefield Management Terminal (BMT) is self-sufficient and requires only batteries as power supply. Thus, almost no logistic support is required.

The high system reliability of more than 93% has been verified during more than 1,100 live firings. A recognised high system quality gives very low maintenance cost.

THE BOLIDE MISSILE

The new BOLIDE missile (also used in the ASRAD-R system) is using a unique unjammable laser beam riding guidance, providing an incomparable accuracy. BOLIDE has an intercept range of more than 8 km and an altitude coverage exceeding 5,000 m. A high capability against small targets such as cruise missiles and UAVs is provided by a unique adaptive proximity fuze function, optimising the initiation point of the warhead. The missile's combined warhead, with more than 3,000 tungsten pellets and shaped charge, provides a high kill probability against any aerial threat. Targets down to ground level can effectively be combated. The laser-operated proximity fuze, which can be disconnected, is unjammable like the guidance system.

[Criminal Number 18F]

"Why does the FAA database return a Beechcraft owned by a company in Texas instead of the "real owner" you mentioned in your original post?"

Simple. If John F ("employed at a law firm") or some of the other geniuses claiming to be aviation experts here were actually pilots, they would know that when you have extablished communications with a controller, you thereafter use an abbrieviated call sign -- last three of the alphanumeric registration. An aircraft reg in the USA can end in three numbers ("776"), in one digit followed by two letters, or in two digits followed by one letter.

So all 776 tells us is that the registration ended 776. And it can be no more than five characters in all, and there must be at least one digit in any US aircraft registration.

So you could have a number like N35776 or N6776.

Here's one possibility:

N-number : N12776
Aircraft Serial Number : 17262249
Aircraft Manufacturer : CESSNA
Model : 172M
Engine Manufacturer : LYCOMING
Model : 0-320 SERIES
Aircraft Year : 1973
Owner Name : THUNDER AVIATION ACQUISITIONS INC
Owner Address : 9 E LOOCKERMAN ST STE 214
DOVER, DE, 19901-7347
Registration Date : 05-Apr-1999
Airworthiness Certificate Type : Standard
Approved Operations : Normal


But there are a bunch more. Around 40,000 Cessna 172s have been built.

d.o.l.

Criminal Number 18F

[Tymesup]

Bump

[JohnFiorentino]

Apparently, you can't read. I have identified the aircraft. You state I have no idea, because I am a "genius."

Your MO is quite transparent. No discussion of issues or facts, just name calling and jive talk.

[JohnFiorentino]

Why don't you ask the NTSB why THEY couldn't id the aircraft? That was the whole point of the article. Are we to assume NTSB is full of "geniuses" to?

[JohnFiorentino]

A NEW THREAD ON TWA800 IS POSTED HERE.
http://www.freerepublic.com/focus/news/727052/posts

[JohnFiorentino]

A NEW ARTICLE ON FL800 IS POSTED HERE.
http://www.freerepublic.com/focus/news/727674/posts

[JohnFiorentino]

A New Article on TWA800 is posted here.
http://www.freerepublic.com/focus/news/729346/posts

[JohnFiorentino]

It's been brought to my attention by some that another of my articles dealing with TWA800 is just "too unbelievable" or "way-out" to be taken seriously. I have decided to post here and on other threads the source verification for that article. The article in question is here:

http://www.freerepublic.com/focus/news/727674/posts

Below you will find verification:


THE NEW YORK STATE EMERGENCY MANAGEMENT OFFICE
AFTER ACTION REPORT
THE CRASH OF TWA FLIGHT 800
17 July 1996 OFF THE COAST OF LONG ISLAND, NEW YORK



EXECUTIVE SUMMARY........
(excerpts)

One of the missions the Guard accepted was controlling all flight operations at East Moriches as of 6:00 a.m. Sunday, July 21. Helicopter traffic grew heavier at the small Coast Guard station as the recovery operations at sea expanded. Divers were ferried out to the local-state-federal flotilla at sea and investigators, dignitaries and families were being transported to the Coast Guard station for briefings, etc. The need for tighter control over air operations became evident after it was learned that for the first 2 ½ days, a man claiming to be a U.S. Army Reserve lieutenant colonel bluffed his way onto the Coast Guard site -- wearing a U.S. Army Reserve green flight suit and flashing official-looking identification cards -- directed landings and takeoffs. It was later determined that he was an imposter. On Sunday, the Coast Guard requested, through SEMO, a grader to improve the landing strip. On Monday, July 22, a new asphalt landing strip was constructed by the Suffolk County Department of Public Works with assistance from equipment provided by the DMNA task force.

FULL TEXT HERE

http://www.nysemo.state.ny.us/TWA/SUMMARY.HTM