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Jim Hall, a political appointee, and his stooge Bernie Loeb were likely behind the ruse stating a CWT event rather than what the radar evidence shows. There was an effort to mask what Exhibit 13A showed by adding clutter in Exhibit 13B but the horse was already out of the barn. Thankfully, clearer heads must have prevailed when Exhibit 13E was released. One major problem in 13E is the prevalence of 102000 radar data which shows up when the sled was descending and when something else was released from the P3. My own reason for the accident was the P3 leaving for W-105 one hour early. Can you explain why the P3 crew: the pilot, the copilot and the flight engineers were quickly reassigned after the crash? When Zulu times are converted to local times, it is related to Standard Time. W-105 was to go hot a 8 PM Standard Time but the P3 crew apparently left at 8 PM Daylight Savings Time since it was in the dead of summer. I assume that the missile was to be launched at the presence of the sled and when the sled showed up early, the missile was launched prematurely as well. I feel that the test was to occur approximately 20 miles southwest of where the crash occurred. The P3 and the surfaced sub were running nearly parallel with one another at the time of the crash. The P3 crew likely did not realize that they were early until after the target acquisition radar came on in the submarine. In a panic mode, something else was released from the P3, likely a drone to draw the missile away from the now known proximity of the TWA B747. But whatever was released had no effect and the missile homed in on the B747. The released object appeared to level off at the same altitude as the B747 but the NTSB cluttered up its path with 102000 data. If someone has the original radar tape, we could see where it went relative to altitude. The sled continued on so it was not the sled being cut away though that could be a logical thing to do to draw the missile away from the B747. TWA800 was clearly in the wrong place at the wrong time through no fault of their own. If the P3 had not shown up early, TWA800 could have been at a much higher altitude. TWA800 had been instructed to climb earlier but that order was rescinded while the P3 was crossing its projected path. After the P3 crossed the projected path of TWA800, TWA800 was redirected to climb and was climbing when the missile test occurred. ATC allowed more than 6,000 feet vertical separation between the P3 and TWA800. If the sled had been all the way out to around two miles behind the P3, the line sag would have been around a full mile. This may be why 6,300 feet were allowed in vertical separation. The time that the TWA800 were directed to climb, then not to climb and then to climb can be seen in the CVR record. The presence of the P3 messed up what could have been an uneventful trip across the ocean. TWA900 which was trailing TWA800 was at 19,000 feet therefore if the P3 had not shown up, TWA800 may have been at that altitude as well.