Proof Number One:
No Evidence of CWS Explosion within the NTSB report...

Example 2: No sooting appropriate to initiating event explosion of fuel sources within CFT.

Basic Presumptions: 1) A fuel or fuel-air explosion will generate a blast/fireball which leaves traces of sooting or outright burns on surfaces of components exposed to the blast and any resulting fire; 2) That, as NTSB documents, many of the earliest pieces ejected from the aircraft are from the CWS and areas of the blast path claimed by NTSB; 3) That any such first ejected from the CWS and alleged blast path should therefore exhibit appropriate sooting evidence; 4) An absence of consistent sooting on such components is an indication that a major explosion did not take place in this area while the parts were still on the aircraft or while fuel remained in quantity within confinement of the CWS; 5) In the absence of any such sooting evidence of explosion, some other force ejected the parts under discussion from the aircraft. In other words, the damage took place first allowing or causing parts to eject, and then CWS ignited in what was no longer a contained space.

NTSB describes minimal sooting for CFT and other parts early off the aircraft. NTSB entirely understates the significance. Indeed, review of photos (including many available but not shown here) shows no useful sooting anywhere along the primary exit path of force defined by the NTSB (where the fireball would have had to travel). NTSB reports not one single trace of sooting in the forward cargo bay area where they claim the blast vents. More telling are the sooting diagrams for the CWS Front Spar from Exhibit 20B, pages 9 & 10 (not numbered), shown on the next page. Look at the fractures where the pieces separated, allegedly under force of explosion, and find them free and clean of any traces of soot (NTSB red outlines indicate no sooting, blue indicate sooting). Moreover, what soot can be found is found on the front of the Spar, and not on the rear. Clearly, something happened inside the cargo bay prior to CWS failure, not because of it.

   Front view FS Sooting 

  Rear view FS Sooting

Image R40, below, of the reassembled internal bulwarks of the CWS reveals what looks like significant burn indications along the bottom of the upper skin of the tank area (yellow arrows) and on one section of an internal CWS structure (red arrow), but no notable signs of sooting on the inner walls of the tank itself. Note that the middle piece is the mid spar as seen in Image R39, but viewed from the other side. The damage here is apparently closer to the side than was the mid-point damage seen in the other image, but it is not explosive damage as there is no appropriate sooting. The lack of appropriate sooting on these early ejected structures so near to those which remained and were heavily sooted is suspicious, to say the least.

NTSB Image R40 - Inner CWS Structures Looking Left to Right

Summary: Many CWS pieces were not sooted, indicating they departed the aircraft before any explosion took place, which in turn, implies that some external force caused the destruction of CWS. Some other force destructed the aircraft.

PROOF ONE: NEXT EXAMPLE