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Re: FDR data. My ISP keeps cutting me off when I work in forums but I'll try. Relative to the altitude anomaly, the violent yaw pushed the nose against the adjacent air mass and that increased the pressure on the altitude transducer indicating a lower altitude. The pushing has nothing to do with what should have been a symmetrical action if the CWT actually blew up. Re: EPR data. The EPR of engine one dropped indicating a sudden retardation of flow through the engine while the EPRs of the remaining engines increased to the maximum readabiiity of the transducers indicating that the effective center of yaw was between engine one and engine two. A CWT exploding could not produce anything near this effect, not to mention that the victims were not burned while sitting in charred seats. Re: AOA. The negative pitch caused airflow over the nose indicating a false high angle of attack. As noted in the 20:31:12 time period it increased and then returned to preimpact value. Re: IAS. When the nose folded the airflow over the pitot tube moved obliquely and using the Bernoulli Effect, the pressure dropped as the transverse velocity increased. Re: Magnetic heading. The violent CCW yaw caused the wing outer panels to tear off. The rotation was logical since the values increased in a positive direction indicating a CW rotation as the tips tore. Compass transducers are located near the wing tip to prevent undue influence from the high metallic content of the engines. The hardware used in that area is brass to accomplish the same thing. (my ISP just turned me off). Re: roll angle. This was a false indication of a 144 degree roll. This brings up a funny comment by some that the anomalies came from a prior flight. Has anyone referred to a B747 nearly flying upside down while crossing an ocean? A violent rotation about one axis can cause a false action in a gyro about other axes. The same thing likely happened relative to pitch angle anomaly that showed an increase to 8.3 and a return to 2.2 degrees. The plane was not physically doing a roll at the time. Re: vertical acceleration. Value went from a positive 0.9 g to a negative 0.89 g when the missile struck the lower left hand side of the empennage. It returned to a positive 1.02g. Re: longitudinal acceleration. Value nearly doubled from 0.1 to 0.18 and returned to 0.05 before wires broke. Re: Upper rudder. Values went from 0.72 degree to 77.76 degrees then a negative 36.54 degrees and a return to 0.72 degree as the empennage folded to the left. Re: Elevator. Reading went from 0.1 degree to 11.2 degrees to -0.2 degree as the empennage moved downward at the same time as moving to the left. Absolutely none of the FDR anomalies could come from a CWT explosion. Something which struck the plane caused the crash. Q.E.D.