"COLD CASE" - TWA FLIGHT 800 Movement in D.C. on FBI cover-up

Serious movement in D.C. – and if I hadn't been there, I would not have believed it.

For several months Joan Wire and her daughter have been trying to secure an appointment with a highly effective government official we'll simply call Mr. Washington. Joan Wire is the stalwart wife of Mike Wire. Mike is the storied "man on the bridge," the single most critical eyewitness in the saga of TWA Flight 800, the 747 that was inexplicably blown out of the sky on the night of July 17, 1996.

The CIA built its notorious zoom-climb animation around Mike's position on the Beach Lane Bridge in Westhampton. The FBI then used this animation to discredit all the eyewitnesses. To make Wire's story work to its advantage, however, the CIA had to disregard what Mike actually told the FBI and fully fabricate a second FBI interview with Mike.

The CIA likely chose Wire because as a Philadelphia area millwright he would have less influence and less access to the media than the many of the wealthy vacationers in the Hamptons who had seen what Wire saw.

In one of those providential moments, when the Wires called to tell me they had secured an appointment, I was hanging out with my 50 or so closest relatives at our rent-a-compound in the un-Hyannis honky-tonk town of Seaside Park, N.J. The Wires were just about an hour way. On the night of July 26, they came over for dinner. On the morning of July 27, we hooked up at the Chesapeake House on I-95 and carpooled into D.C. together.

On the way down, we voiced our shared expectation that Mr. Washington would usher us into his office, listen to us politely for 15 minutes, fake some emergency, pat us on our heads, tell us he'd look into it and send us on our way.

As it turned out, Mr. Washington ushered us into his office at 11 a.m., listened to us more than politely, and at 1:30 p.m., after two and a half intense hours, I stood up and announced that I had family obligations back in New Jersey and had to go. Joining us for that entire period was Ms. Virginia, Washington's chief intelligence aide. They were both all ears.

We began by showing them the eyewitness section of the video, "Silenced," which I had put on DVD primarily for this occasion, never suspecting that I would be the one showing it. Mike Wire then elaborated on his own role. When he spoke, no one doubted him. Although there were 270 others who saw what Wire had seen, his testimony alone is enough to convince the unbelieving. The more-than-solid, 6-foot 6-inch Army veteran has a no-nonsense air that nicely grounded everything he and I said.

For my part, I connected the political dots: the players, the motivation, the rough logic, the ad hoc decisions and the likely connection to Bojinka, now much again in the news, and Sept. 11. None of this shocked our listeners. They had had their own indirect contact with the players who form something of a Clinton shadow government in exile. These players are now publicly contributing to certain 2006 congressional candidates in the hope of securing power anew, power enough to shut down any future investigation.

We also discussed Sandy Berger's motivation in rifling the archives and shredding documents, the most under-investigated story since TWA Flight 800 itself. I speculated that Berger destroyed a Bojinka summary, which I know for a fact President Clinton had read and annotated in the late summer of 1996. The incriminating part of Bojinka, at least as it related to 9-11, I explained, was not the bombing of the planes, but the threat within to use planes as bombs. No one looked at me like I was crazy.

Mr. Washington was fully versed not only in Bojinka but also in the threat of its architect, Ramzi Yousef, to blow up a plane in the summer of 1996 to throw his New York City trial for Bojinka into mistrial. I could not verify that Yousef was responsible, but I could verify that he claimed to have been.

Toward the end of the session, Mr. Washington all but apologized to us for the state of government today. "It's not supposed to be like this," he lamented.

That provoked in me my "Mr. Smith Goes to Washington" moment. On the up side, I encouraged him, just one night earlier the Wires and I had been plotting strategy over hamburgers with my siblings while various little nieces and nephew swarmed around our picnic table. The next day, we drove down, joking how absurd it was that three average Joes like ourselves had wangled a high-level meeting on a story that could dwarf Watergate if broken. "Is this a great country or what?" I laughed, but I meant it.

The Wires and I have taken this story about as far as our information and influence can carry us. Everything we know we have already said. Whether Mr. Washington can take it further I do not know. He could surely use a little help from the New York Times or others in the media or others in government. This may never happen, but then again, I never thought this meeting would have happened either.

The following is what Captain Ray Lahr has been trying
to get ahold of
Records:
CIA:

08/16/2005
SECOND DECLARATION of Terry N Buroker regarding Motion for Partial Summary Judgment
407 Pages

Feb 28, 2005
CIA
261 Pages

Mar. 1, 2005
Air Force
2 Pages

Mar 3, 2005
Dept. of Transportation
23 Pages

Apr. 11, 2005
NASA
77 Pages

May 12, 2005
FBI
585 Pages

June 17, 2005
CIA
73 Pages

NTSB:

NTSB Declarations:

Declaration of Melba Moye

Chief of the Public Inquires/FOIA Branch Office of Research and Engineering, NTSB

Declaration of Dennis Crider

National Resource Specialist for Vehicle Simulation in the Vehicle Performance Division of the Office of Research and Engineering, NTSB

Declaration of Douglas Brazy

Mechanical Engineer in the Vehicle Recorder Division of the Office of Research and Engineering, NTSB

Declaration of Doug Breuhaus

Chief Engineer of Air Safety Investigation, The Boeing Company

NTSB Records:

NTSB Record 1 - Rapidfax Lead Sheet, Boeing Commercial Airplane Group Air Safety Investigation (TWA Mass Properties)

NTSB Record 2 - Rapidfax Lead Sheet, Boeing Commercial Airplane Group Air Safety Investigation (TWA 800 - Aerodynamic Characteristics)

NTSB Record 3 - Rapidfax Lead Sheet, Boeing Commercial Airplane Group Air Safety Investigation (TWA 800 - Aerodynamic Characteristics)

NTSB Record 4 - Fax Cover Sheet, Boeing Commercial Airplane Group Air Safety Investigation (TWA 800 - Aerodynamic Characteristics)

NTSB Record 5 - Chart Describing TWA flight 800 Mass Properties

NTSB Record 6 - Graph and Chart Depicting the Lift Coefficient of Boeing Model 747 aircraft; Graph and Chart Depicting Pitching Moment Coefficient of Boeing Model 747 aircraft.

NTSB Record 7 - Graph Depicting the Corrected Net Thrust At Maximum Power Level Angle.

NTSB Record 8 - 3 Graphs and 2 Charts Depicting the Lift Coefficient, Pitching Moment Coefficient, and the Drag Coefficient of Boeing Model 747 Aircraft

NTSB Record 9 - Graph titled "Free Response to Mass Prop and Aero Changes: Variation due to Thrust"

NTSB Record 10 - Fax Lead Sheet, Boeing Commercial Airplane Group Air Safety Investigation

NTSB Record 11 - Telecopier Transmittal Form, Air Line Pilots Assn (ALPA), Engineering & Accident Investigation Department

NTSB Record 12 - E-mail message chain between and among staff of the NTSB and the Boeing Company concerning TWA flight 800

NTSB Record 13 - Comments by an employee of The Boeing Company concerning the NTSB trajectory study

NTSB Record 14 - Text titled "Simulation Results"

NTSB Record 15 - Computer program written by NTSB staff to simulate the flight path of aircraft

NTSB Record 16 - Handwritten notes concerning TWA flight 800 "Post nose break trajectory"

NTSB Record 17 - Handwritten notes of NTSB employee's calculations for Addendum II to the Main Wreckage Flight Path Study for the TWA flight 800 investigation

NTSB Record 18 - Seven versions of a Presentation concerning the Affects of Forward Fuselage Loss

NTSB Record 19 - Graphic representations of FAA radar data for TWA flight 800: 1) Radar Data Overhead View Up to Last Secondary; 2) FAA Radar Data From NYTRACON, NYCTR and BOSCTR (Main Wreckage East-West Location); and 3) FAA Radar Data from NYTRACON, NYCTR and BOSCTR (Main Wreckage North-South Location)

NTSB Record 20 - Preliminary sections of the Safety Board's Aircraft Accident Report for TWA flight 800

NTSB Record 21 - Chart Titled "Radar Sites"

NTSB Record 22 - Text and Chart concerning alignment of radar data for TWA flight 800

NTSB Record 23 - Chart of a segment of radar data

NTSB Record 24 - Chart titled "TWA 800 Main Wreckage Simulation"

NTSB Record 25 - Handwritten Notes of Comments on Study

NTSB Record 26 - Air Line Pilot's Association (ALPA) Letter and Notes with comments on reports - two copies)

NTSB Record 27 - Table tracking the location in the ocean of debris from TWA flight 800

NTSB Record 28 - Chart titled "Query 3" - location of debris

NTSB Record 29 - Study Report: NTSB Main Wreckage Flight Path Study

NTSB Record 30 - Draft Addendum II to Main Wreckage Flight Path Study

NTSB Record 31 - Text and graph titled "Later Nose Separation Timing
http://raylahr.entryhost.com/updates.htm

also Court Proceedings@
http://raylahr.entryhost.com/CourtDocuments.htm

Ten years ago, they (administration) weren't too anxious
to acknowledge terrorism. And, it was just before the
election and we know nothing had been done with previous
hits like WTC in '93.

Came across the following which makes VERY INTERESTING
READING Also, Kenneth Timmerman is a very honest, reliable individual.

Iran responsible for TWA 800 tragedy?

Posted: November 15, 2003

By Jack Cashill

Few Americans know the Middle East as well as Kenneth Timmerman, author of the eye-opening new book "Preachers of Hate: Islam and the War on America" (Crown Forum). Timmerman, in fact, has been reporting on this part of the world since 1975.

No dilettante, in 1982 Timmerman was taken hostage in Lebanon and spent more than three weeks there in an underground cell. Given his willingness to hit the streets, he has developed excellent sources throughout the Middle East, and his reporting reflects this. "Preachers of Hate" has a scary firsthand freshness about it that few other books about that benighted region can match.

Deeply impressed by the book and Timmerman's other reporting – he also wrote the bold best seller "Shakedown" about Jesse Jackson – I called him this week to see what, if anything, he knew about TWA Flight 800. His response was stunning and adds a new layer of knowledge to an extraordinary episode in American history.

For the record, TWA Flight 800 was destroyed off the coast of Long Island on July 17, 1996. According to the FBI, 270 eyewitnesses would tell its agents they saw streaks of lights ascending from the sea or arching over towards the plane in the seconds before it exploded. Only the uninformed and self-interested continue to believe that those streaks were all optical illusions unrelated to the destruction of the plane.

As it happens, in mid-June 1996 one of Timmerman's sources contacted him with a warning. He told Timmerman that the intelligence service of Iran's Revolutionary Guards Corps was planning an attack on an American airliner. The source, who was living in exile, was himself a former member of the Iranian military with access to Iranian intelligence circles. He had been vetted by several U.S, intelligence agencies and found credible.

Two weeks later, the source repeated the warning. Although his information was not precise, he believed that the targeted flight would originate in Athens – as TWA Flight 800 actually did – but he made no mention of missiles and implied that a bomb would be planted on board.

For his part, Timmerman was concerned enough to contact a friend who worked in counter-terrorism at the State Department, and the friend was concerned enough to bring in the FAA. As far as Timmerman knows, nothing came of this warning.

About a week later, or about a week before the destruction of TWA Flight 800, Timmerman's source contacted him with an "urgent" warning. This time, he said, the attack was "imminent." Timmerman alerted a well-placed friend who set up an emergency meeting with a deputy director of operations for the CIA. On this occasion, Timmerman provided the CIA with a written summary of the warnings to date.

Timmerman believes that his warnings were ignored. Indeed, within a week of the meeting, TWA Flight 800 was blown out of the sky. After that tragic event, another Timmerman source – this one from inside the American intelligence community – confirmed that Timmerman's report to the CIA "jibed completely" with what the source and his colleagues had been hearing as well, namely an imminent "Iranian attack on an American airliner." Timmerman was dismayed to hear the Clinton administration claim that it had received "no warning" prior to the plane's destruction. It had likely received several, some possibly more specific than the one he offered.

As I told Timmerman, I am not sure his warnings were ignored. In our book "First Strike: TWA Flight 800 and the Attack on America," James Sanders and I document at least six highly credible sightings of a U.S. Navy cruiser or cruisers prowling up and down the coast of Long Island on that fateful July 17. Even those who had been vacationing on Long Island for years had never seen anything like this before. It has been argued that these cruisers were on some sort of training exercise, but "training" may well have provided the cover for a more substantive mission, just two days before the start of the Atlanta Olympics.

In "First Strike," Sanders and I make the case that the mode of attack was a small plane, perhaps a business-class jet, filled with explosives. If we are correct in this deduction, it might explain why missile-bearing cruisers and U.S. Navy submarines were tracking the JFK flight path off the south coast of Long Island. As Timmerman allowed, "Maybe they did take my warnings seriously."

If Iranian intelligence planned the attack, there is still some question as to who executed it. The fact that the plane was destroyed on July 17 adds a rogue variable to the equation. This past July 17 the major media made no mention of the Flight 800 anniversary, but they did call attention to the fact that the date was posted prominently in public places throughout Iraq. It was – I should say "had been" – Iraq's National Liberation Day, the day the Baath Party took power 35 years earlier, and these are a date-conscious people.

Were Mecca to be bombed on the 4th of July, the disinterested observer would logically conclude that either the USA was responsible or that some provocateur did it to implicate the U.S. The same holds true with the destruction of TWA Flight 800 on July 17. The odds are strong that either Iraq was involved or that the Iranians timed the attack to shift the blame to Iraq. In either case, the timing is not likely to have been coincidental

None of this information seems to have intrigued the bipartisan Senate Select Committee on Intelligence. In its annual reports for 1996 and 1997, the committee made no mention at all of TWA Flight 800, this despite the fact these reports document virtually all CIA activity, from the serious to the trivial.

And the CIA was surely involved with TWA Flight 800. We have long known that the CIA was responsible for the notorious animation that discredited the eyewitnesses. We now know that the CIA had received highly credible warnings before the plane's destruction. The absence of any information at all about the CIA on a still unsolved case cries out for explanation.

A good person to ask might be Sen. John Kerry. He sat on the Select Committee in 1996 and 1997. He has twice on national TV referred to the destruction of TWA 800 as a "terrorist act," and now he is desperately refocusng his presidential campaign.

Senator, what better way to attract national attention than to tell the truth about TWA Flight 800?

http://wnd.com/news/printer-friendly.asp?ARTICLE_ID=35610

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