TWA 800: 25 Years of Deep State Deception

American Thinker.com ^ | July 14, 2021 | Jack Cashill

[Kaslin]

On July 17, 1996, TWA Flight 800, a Paris-bound 747 out of JFK, blew up off the coast of Long Island. It seemed somehow fitting that James Kallstrom, the public face of the FBI investigation into the plane's destruction, would die two weeks before the 25th anniversary. As a patriot, a Vietnam vet, and an outspoken critic of all things Clinton, Kallstrom once held promise as the insider most likely to come clean. He never did.

As to my own involvement with this story, until the evening of February 23, 2000, I was as naïve as a CNN anchor. Before that evening, I would have dismissed out of hand anyone who dared suggest that elements of the FBI and CIA would conspire with the White House and the New York Times to cover-up the cause of so public a disaster.

February 23, 2000 was the night my education began.

Earlier that evening I had listened with some interest at a Kansas City country club as investigative reporter James Sanders spoke about his inquiry into the 747's fate. At a dinner afterwards, I found myself sitting next to James's wife, Elizabeth. A sweet and soft-spoken woman of Philippine descent, she filled me in on the personal details. At the time of the disaster, she was a trainer for TWA. She had been a flight attendant for some years before that.

Of the 230 people killed on that ill-fated flight, 53 were TWA employees, many of them Elizabeth's friends. At one of the numerous memorial services, Elizabeth introduced James to Terry Stacey, a 747 manager and pilot who was working on the investigation.

[null and void]

But the months and days are all prime numbers...

[melancholy]

“My dad worked on that system. He had some very bitter things to say after FLT 800.“

He’s right if that system wasn’t incorporated at the time.

We took FLT 800 a number of times.

I’m sorry, I don’t know much about those crazy calendars. I read about the Roman ones once. I got so confused and felt bad for poor February! Anytime they wanted something almost personal, they borrowed a day from February! At least, I remember something like that.

[melancholy]

Nully,

I must be totally dumb! I don’t understand those numbers or what do they mean!

😂😂😂😂😂

[null and void]

It means I screwed up

3 July 1998 = 19 Du al Qadah (11th month) 1408 = Shoot down of Iranian airliner
17 July 1996 = 1 Rabi al Awwal (3rd month) 1417 = Loss of TWA 800

Dates are in day-month-year format for both systems starting point for our years is the birth of Jesus. The muslim calendar starts when mohammad gets kicked out of mecca and starts the first muslim community in 622 AD.

1-3-1417 is not an even islamic year anniversary from 19-11-1408 any more than March 1st is one year from November 19th.

I think I just made it more confusing...

[melancholy]

I’d better learn Chinese! 😤😤😤

There was someone upthread saying that FLT 800 shoot down was the retaliation of a rich Iranian family for shooting down the Iranian airliner.

FLT 800 crash was two years BEFORE the Iranian airliner crash!? Or am I mixing up?

He’ll, Nully, I’ll sue you!

[melancholy]

he’ll ————> Hell

[null and void]

GAH!!!

It means I screwed up, again!

3 July 1988 = 19 Du al Qadah (11th month) 1408 = Shoot down of Iranian airliner
17 July 1996 = 1 Rabi al Awwal (3rd month) 1417 = Loss of TWA 800

[cgbg]

Bottom line is that it was known, just denied until recently.

Let us be absolutely clear--the US Census Bureau refuses to officially acknowledge this ever happened to this day.

Legal or not, it was a secret--a kept secret.

That is the key point--nobody in the government chose to tell those affected the truth--and they refuse to do so to this day.

Don't try to sugar-coat it.

The reason I am so familiar with this issue is that I worked as a supervisor for the Census Bureau many decades ago, and we were told in our training and were told to train others to say that the Census bureau had _never_ released Census data about individuals to other government agencies.

That was a lie.

I was trained with a lie.

I trained others based on that lie.

Census takers repeated the lie.

This was a big &^%$ing deal to me when I learned about it many years later.

[John O]

thank you. I’ve been looking for it, but my search skills are weak

[John O]

1. IIRC there are at least three different numbered operations areas in that area. one was active that day. (This is all covered in the DSL, see link above. Sorry I don’t have time to find the exact page)

2. True the entire ship knows they are doing a missile test but only a small number know what they are shooting at and if they hit it or not. The cooks don’t know, and probably don’t care. Most of the people on the ship are not involved in the launch and will be specifically told to stay below decks during firings (missile blast etc). These aren’t cruise ships, the crew doesn’t have a whole lot of time to stand around watching what’s going on.

Read the DSl sections on TWA 800. lots of good info in there.

[Tymesup]

“The one thing we would not ever admit, unless we wanted a war, was that a foreign power did it.”

History repeating itself with the Chinese releasing the virus?

[Swordmaker]

If in fact it was missile that brought down TWA-800, the weapon in question was not necessarily a heat-seeking missile. More likely, it was a more advanced SAM that tracked the target's radio signature, not the heat from its engines. This weapon has a warhead packed with a heavy metal like tungsten carbide, and is designed to explode close to the target and shred the fuselage with shrapnel.

I'm not sure if this fits the damage pattern on the Flight 800 aircraft, but it does explain why an engine was not the primary point of contact.

"The FBI asked the Brookhaven National Laboratory to analyze pellets found in the bodies. They contained zirconium and barium, indicative of an incendiary device foreign to a Boeing 747 airliner. The NTSB acknowledges that the source of these pellets is unknown and that the FBI did not try to determine the source.

The Suffolk County coroner, Dr. Wetli, found shrapnel in 89 of the bodies he examined. The FBI compiled a secret eight-page list describing the metal found in each of the bodies. FIRO has sued under FOIA [the Freedom of Information Act] to obtain this list. The court ordered the FBI to release it, but they are trying to get that reversed on privacy grounds, claiming it invades the privacy of the dead. That is a spurious argument because the dead have no privacy rights, but FIRO is not arguing that point. It says it is not interested in the names of those in whose bodies the shrapnel was found. What it wants is its description of the metal found in each of those bodies. It is believed that a lot of it will be pellets.

Retired Brigadier General Benton Partin, who helped design missiles for the Air Force, has said that the Brookhaven Laboratory's analysis of the composition of the mysterious pellets suggests to him that they came from a missile."—Source

There were numerous equal sized penetration punctures on the sheet metal of one of the wings and in the fuselage (entering and exiting where the possible "red rocket fuel" residue track on seats was present) was observed by investigators that comported with the size of the shrapnel "pellets" found in some of the passengers’ bodies which could not be associated to any known aircraft parts.

This most relevant data about which passengers bodies had non-747-sourced pelletized shrapnel found during autopsiy and where they had been seated was successfully blocked by the FBI. . . ostensibly for passenger privacy and health reasons.

[Swordmaker]

The CIA created an animation trying to explain the explosion and aftermath which animation showed the airliner CLIMB after the nose came off. What was the CIA doing in this investigation? The animation so defied the laws of physics as to be laughable to any scientist or engineer.

~~

Why would a climb defy the ‘laws of physics’? First off, if you sever the front of the aircraft, you are likely taking away all control of the flight surfaces of the aircraft, including those from autopilot? No? I don’t have an schematics handy. You tell me. Secondly, even if all flight surfaces remained steady at the moment of separation, they would very likely not have nearly the level of aerodynamic augmentation characteristics that all the unpredictability that the irregular breakage point profile would present, let alone the fact that you now either have an open faced cylinder funneling wind at 400 knots, or a closed one cupping the air. So let’s just say that the forward fuselage broke and went down and back, and even if it pulled the rest of the craft downward, there could easily have been a large flap of metal bent downward acting just like leading slats would on a wing.

Zn3, your points are very well taken.

Boeing testified that the engines on a 747 are fly-by-wire and require a constant control signal from the cockpit. Without that signal the engines will automatically revert to idle. Break the wire from the cockpit and all of the engines immediately would go to idle. Idling engines are insufficient to overcome drag, much less accelerate for climb. There are two ways for a plane to climb: add more speed by increasing engine power thus increasing lift on the wing, or sacrificing forward momentum (speed) for altitude while changing the angle of motion through the air in an climb, or a combination of both.

In the case of TWA-800, at the time of the incident, we know from the record the aircraft was climbing at a rate of ~1000 feet per minute, passing through 13,800 feet of altitude. Something caused the catastrophic loss of the nose of the aircraft, some 77,000 pounds, or almost 15% of the total weight of the aircraft. It broke off and up and over, opening up the fuselage, destroying the aerodynamic integrity of the aircraft and vastly increasing drag. Simultaneously, according to its manufacturer, all forces opposing that drag went to zero as all four engines reverted to idle at loss of cockpit control signal. The tail of the 747 pitch down almost immediately and the airframe which had been trimmed for a 1000 foot per minute climb was suddenly completely out of trim/balance, with 77,000 lbs now missing from one side of the balance point and the center of gravity and therefore lift moved too far back. No energy is being added to this equation as the only source, the engines, are at idle. The angle of attack for air moving over the wing rapidly changes as the forces being applied act exactly wrongly for flight; gravity pulls the unbalanced tail down and drag on the now non-aerodynamic, open fuselage pulling it upward and slows it down... think of the difference of holding your hand out the window of a speeding car, first with your fingers parallel with the road, then palm into the rushing wind and recall the difference in the force on your arm. Now think of that in a 400 MPH wind and your hand is 21 feet in diameter! The wing will stall! It can’t climb!

Both the CIA and the NTSB claimed the eyewitnesses did not see a missile trailing smoke climbing up to strike TWA-800, but instead saw a crippled Boeing 747 "Zoom climbing" trailing fire and smoke after the center wing tank exploded and the aircraft had lost its nose. The CIA claimed the plane climbed 3,200 feet, from 13,800 feet to 17,000 feet, and then fell to the ocean while the NTSB claim the plane only zoom claimed a more modest 1,600 to 15,400 feet altitude. To accomplish this feat, it was necessary to add TIME, time to climb to both the CIA’s and NTSB’s faux altitudes, and more time to fall back from reaching those altitudes, plus they had to add DISTANCE, distance while those times were used in movement from the location of the initiating event!

Unfortunately for both the CIA and the NTSB, there are two pretty well fixed points in time for the TWA-800 disaster that prove either of their are completely bogus! Those are the times when the initiating event occurred within a five second window of secondary radar pings, and when the two main parts of the wreckage of TWA-800’s airframe landed in the ocean from two separate primary radar sweeps to about 3.5 seconds. In addition, the USS Rude, a US Naval ship that was closest to the area received the last position, heading, speed, and altitude of flight 800 at the time of the initiating event, plugged those data into their ballistic computer, calculated a simple, unpowered ballistic fall from those data and sailed directly to the spot the computer calculated the wreckage would impact the ocean… and found flaming wreckage, bodies, luggage, flotsam, etc, within a couple hundred yards. Had there been any “zoom climb” of ANY altitude, distance, or duration, it would not have been a ballistic fall, the wreckage would miles away from where the Rude was looking.

Another failure of both CIA and NTSB cartoons is you’ll recall that the 747 was climbing toward cruising altitude at ~1000 feet per minute under ideal conditions, yet both film scenarios have the aircraft zoom climbing at very high speed to cut the time factors… 3,200 feet in under 30 seconds for the CIA, 1,600 in the NTSB’s fraud. However the fact remains that between the initiating event and TWA-800’s final airframe splashdown in the Atlantic was a mere 41 seconds, plus/minus about 4 seconds. There’s literally no time for a zoom climb and fall from additional altitude.

The NTSB used the Zoom Climb scenario to exclude the eye witness testimony of over 220 witnesses, regardless of who, where, and how well it coincided or agreed, relying instead on FBI 302 reports that often the eyewitnesses claimed completely misrepresented what they told the agents who interviewed them or were complete fabrications! Not one eye witness was actually allowed to testify IN PERSON before the NTSB hearings.

Also, the primary, direct radar recordings were confiscated by the FBI and have not resurfaced to this day. They were reported to have gone directly to the Clinton White House.

[maddog55]

It has been acknowledged. You seem to be lacking in search skills:

Census Bureau Director Kenneth Prewitt (2000) stated, “the historical record is clear that senior Census Bureau staff proactively cooperated with the internment, and that census tabulations were directly implicated in the denial of civil rights to citizens of the United Sates who happened to also be of Japanese ancestry”

https://www.census.gov/srd/papers/pdf/rsm2002-01.pdf

[OA5599]

Boeing testified that the engines on a 747 are fly-by-wire and require a constant control signal from the cockpit.

I don't believe that is true for the 747-100. (The flight 800 747 was built in 1971.) I don't think that what you have written is true until the 747-400 variant, which wasn't introduced until 1989, some 19 years after the original -100 model. However, I am not an aircraft mechanic so I may be wrong.

[ScubaDiver]

The 'good info' at that link looks like someone copied and pasted disparate entries from Wikipedia and other military sources rather than any kind of coherent hypothesis about what happened.

"IIRC there are at least three different numbered operations areas in that area."

There are no 'operations areas' in the Long Island Sound. "Operations Area" isn't even a term the US Navy Uses. The release of live ordinance in the United States is HEAVILY regulated. It takes weeks, sometimes even months of planning and it can - BY LAW - only happen in very specific designated areas. Here's a list of all the Danger Zones and Restricted areas currently codified in the CFR.

https://www.govinfo.gov/content/pkg/CFR-2019-title33-vol3/xml/CFR-2019-title33-vol3-part334.xml

The vast majority of those listings are restricted areas surrounding sensitive installations. Some of the listings are actual danger zones/impact areas where live-fire tests can be run. Depending on the site, these can be small arms tests, naval or army artillery test sites and some are missile tests sites. There are only four or five missile tests sites in the territorial and adjacent waters surrounding the contiguous United States; The Eastern Test Range (Cape Canaveral) where the VAST majority of all eastern seaboard missile tests are conducted, the Atlantic Test Range which is located off the coast of Virginia in the Chesapeake area, White Sands, Point Magu, Vandenberg and China Lake. There are no missile test ranges ANYWHERE near the Long Island Sound. Why? This is why...

That's a screen shot of the FlightAware software from 0800 this morning. We don't test missiles in the Long Island Sound because it's full of aircraft traffic and even more marine traffic....

Testing a missile or naval gunfire of any kind in the Long Island Sound would not only be laughably stupid - see maps - but it would be a violation of US law, something any officer in command of a ship would fully understand. If a captain of a ship tried to launch a missile in the Long Island Sound, he would be ignored. Why? Because it wouldn't be a lawful order and officers are obligated by law to only follow lawful orders. Again, it absolutely shocks me what people who have no military experience will believe about how the military operates.

[ScubaDiver]

MarineTraffic

FlightAware

[ScubaDiver]

Not sure why the images aren’t working...

https://ibb.co/B29cySv

https://ibb.co/cxx4dqd

[melancholy]

😤😤😤😤😤

Good morning Nully,

So? Iranian airliner (IA) was shot down exactly 8 years + 2 weeks BEFORE the TWA 800 (TWA) crash, so what?

What the hell are (11 th mo)1408 and/or (3d mo)1417 ???

Does the year of the cat has anything to do with this? I don’t even know what I’m talking about!!!

I sound like a Chinese Lou Costello!

😤😤😤😤😤😤😤

[null and void]

Since the arabic names of their months are meaningless to English speakers, I added the number of the month in the lineup. 1408 and 1417 are the muslim years, as measured starting when mohammad got kicked out of Mecca, and took his marbles (the few he had left) and founded the first all muslim community.

In other words, the Iranian airliner was shot down in their equivalent of November, and TWA 800 was taken out in their equivalent of March, no way near an anniversary event in their calendar.