Proof Number Three:
Example Three: Physical evidence of missile attack in wreckage
Basic Presumptions: 1) If a warheadless dummy missile struck flight 800, there would be, rather than evidence of a massive explosion typical of a warhead, both an entrance and an exit wound which exhibited visible traits of supersonic penetration; 2) That if an exploding warhead with proximity detonator exploded near Flight 800, there would be concussion damage and holes caused by flying missile debris; 3) That if either (1) or (2) can be shown, there is sufficient reason to believe one or more missiles may have brought down Flight 800, and not CWS failure.
FBI has long maintained there is no sign whatsoever of a missile strike, that there were no entrance or exit wounds in the aircraft. But is this true? FBI missile fire tests used LIVE WARHEAD weapons - they deliberately did NOT test for DUMMY WARHEADS as frequently used in military tests/exercises, despite the fact that virtually ALL friendly fire theory proposed exactly that scenario. There are any number of holes in the right-hand side of the aircraft which could easily be the exit wound of a missile, especially since you are talking about an object which is likely smaller in diameter than a passenger window, depending on type. Any of the many outward-bent breaches, or any of the areas where missing fuselage was not recovered, could be an exit wound. But the entrance wound was another matter.
Because some of the first reported items off the airplane, as earlier mentioned, were variously described as a left-wing 'wing faring', 'wing slat', and 'wing leading edge' in newspaper accounts, this author had long maintained that a likely entry point was low and forward on the underneath side of the left wing just where it mates to the fuselage. It is curious that NTSB has released no photos of the wing sections, and has NOT attempted to piece together the wings adjacent to the fuselage to see if there are any 'holes', there, or not. Regardless, it would seem, there are some clues in the fuselage itself that there is such an entry point.
The area of concern, shown below from page 48 of Exhibit 18A (pink and blue colors added) is the area immediately in front of the CWS and opens up into the forward cargo bay area. Textual discussion takes place on report pages 18 and 19. These are areas of peculiar damage traits which NTSB noted nowhere else in the aircraft.
1) There were several unusual characteristics about this damage which NTSB could not or did not explain, but which can be seen as consistent with the supersonic passage (entrance) of a objects or debris at the point. NTSB simply claims it was damage consistent with water impact, though such damage was not noted elsewhere in the report -- a funny peculiarity for a 'consistent' damage. NTSB seems to redefine words, logic, and physics at will.
2) The stringers which support the skin in this (blue) area were fractured into many small pieces, the bulk of which were never recovered or identified. The missing area is large enough to accommodate missile entrance.
Clue: Because this area (within the irregular arc which proceeds from upper left of skin to lower midships) represents inner cargo bay compartments protected by the wings, it is reasonable that not only the missile, but some wing fragments and debris entered along with it, causing an irregular, rather than a round hole.
Clue: An impact of an immovable (large
and massive 747) object by an unstoppable force (2,000 foot per second
missile) would provide a very sudden shattering blow and an intense shock
wave capable of severing all rivet connections within proximity to impact.
Reinforced metal structures (stringers) might tend to shatter into small
pieces at such an intense blow, much the way objects melt away into fragments
when victim of a large explosive event.
3) Metal adjacent to the opening was curled tightly, a very curious but unexplained eventuality. A few of the stringer fragments were found wrapped within some of these curled skin materials, trapped by the process. Though NTSB had never seen this effect before, they make no attempt to explain it.
Clue: Metal skin forced away from the immediate penetration point at near supersonic speeds would tend to take anything in its path with it, and continue to wrap about them, trapping them.
4) A skeleton-like portion of the larger skin area above the hole in question consisted of stringers from which all skin had been neatly removed in a way that indicated force being applied evenly and away from the aircraft, rather than directional peeling as is common in traditional in-flight failures. This curiosity, too, was not explained within the NTSB report.
Clue: Once the initial hole was made and the rivets shattered, and the missile was well on its way into aircraft, cabin pressure at altitude would force any remaining skin near the hole to be blown clear, leaving only the stringers in place. Missile exhaust, if present, would aid in this effect, leaving no apparent directional tears. NTSB found the matter inexplicable, only because they were not allowed to make this consideration.
5) A companion area (pink) showed 'compression loading in a circumferential direction with one piece, (LF70A) showing crushing in a downward direction'.
Clue: A missile entering the lower
side of the wing near this area would send inner wing bulwarks or structures
flying at high velocity and at angles to the missile path. These would
have to go somewhere, likely damaging the pink area as well as possibly
becoming a causal force sympathetic to the large yellow arrow in image
Image R105 - Front Spar
Clue: It would also tend to cause any luggage or other cargo bay items to "billiard" in radially downward and forward directions, which could have forced the keel beam to stress and fail, which in turn, and along with any accompanying shock wave and impact forces, caused the front spar to fail. This may have accounted for some of the shearing force as seen in the front spar in that image -- a generally upward-left (as viewed from the front) diagonal first-impact force followed almost instantly by a downward-left pulling force as the keel fails, and a renewed upward-left force as the missile strikes the floor just ahead of the front spar (the spar is successively pulled apart in two directions by massive supersonic-level shocks milliseconds apart).
Thus, this (blue) damage could be the missile entrance wound FBI and NTSB preferred to ignore. But the more telling evidence of missile involvement would appear to be supportive of an exploding warhead near the aircraft. Recall that an internal explosion should have produced pocketing evidence in the skin of the aircraft, flexing and stretching the skin outward from the stringers and ribs. Likewise, an external explosion should pocket the skin inwards against the stringers and ribs. Further, there should be holes and other fragmentation caused by flying missile debris.
NTSB Image R102 - Uncropped
Now, look at the full image of R102, above, earlier cropped when demonstrating a lack of outward pocketing. Clearly, there is evidence of inward pocketing, holes, and heavy fragmentation just ahead of the area earlier studied. The damage is more extensive at one point and lessens at distance from that point, suggestive of a radial effect due to proximity. At least one of the holes appears not to be from impact with an object, but mere pressure, alone. Notice, as well, that there is the overall impression of an upward bending of the silver area in the middle.
Next look at the (cropped) image from the NY Times, below. Notice the area along the window line and immediately above the pocketed and fragmented area. The proposed missile exit point is marked with a blue circle added to the image. The NTSB report does not show this photo or any others like it, probably for good reason.
Clue: Look at the red paint from the stripes used in TWA's paint scheme. Some force has managed to cause the red paint to be somehow removed from and redeposited upon the white paint -- almost as if smeared there by some tremendous force or pressure which moved rapidly upward along the fuselage side. Impact with the ocean could not have caused this kind of damage, damage not found elsewhere on the aircraft -- and ignored by NTSB.
Clue: Notice that as your eye travels up from the worst pocketing, that the pocketing lessens -- but that it appears by the shadows to be hugging the horizontal stringers in an upward direction, not perfectly inward, again suggesting a radial blast -- since according to NTSB, these items suffer pocketing from water impact, but THESE PIECES did not fall TOGETHER and thus any water impact pocketing should not have sympathetic patterns of ANY KIND. Any sympathetic pattern indicates an EVENT PRIOR TO BREAKUP AND FINAL OCEAN IMPACT - again, all ignored by NTSB.
Cropped Image From N.Y. Times
Clue: Note in this image a deformation of the window panels as if they were compressed from below at this point. These traits and the others discussed are all highly suggestive of some very traumatic attack from outside the aircraft at this point.
Clue: Note also the curious accordion-like curling of skin both below and above the hole closest to the windows, an effect which seems to match the description of the skin found on the suspected entrance wound on the far side of the plane, described earlier. Curious that NTSB makes no attempt to even mention these anomalies, much less explain them.
With respect to the issue of warhead fragment induced holes, NTSB Exhibit 15B spends a great deal of time examining the nature of nearly 200 holes in the aircraft, and has come to a somewhat contradictory finding regarding the holes seen in the above picture. In the last sentence of the last paragraph of page three, they find 'All but 25 of the 196 holes were therefore initially determined not to have characteristics indicative of a higher velocity hole.' These 25 holes are described as being chiefly in the vicinity of the wing center area, as seen above. They then take further explanation in the next several paragraphs in opposition to the implication the remaining holes are high-velocity holes by stating in effect, that these 25 holes were also low velocity holes. Of course, if a missile warhead exploded, some of the projectiles would likely be traveling at supersonic speeds, but others might necessarily not. So the absence of high-velocity traits could reasonably be somewhat moot, depending on the hole.
Finally, it should also be mentioned that FBI was early on very concerned about possible explosives residue. Curiously, investigators on the Internet kept hearing unofficial reports that they were testing the skin of the aircraft at Calverton and finding a large number of pieces which were testing positive. These were being forwarded to the FBI crime lab for a more detailed examination, but the tests there reported negative findings in every instance. Field investigators were very puzzled and becoming alarmed that their test equipment, which was virtually the same as the lab's equipment, and which was calibrated by the same technicians using the same methods and tools, would be so far apart in application and results. Even renewed calibration did not seem to solve this problem. When this matter began to take on a public discussion on the Internet, someone, somewhere, came up with a perfect "wag-the-dog" solution.
The FBI lab was deemed incompetent, and a Congressional investigation was undertaken to find out what was wrong. The newspapers had a field day deriding the FBI crime lab and talking about the consequences, including talk about falsified evidence in criminal cases. However, while media was very concerned with the impact on verdicts and sentences of criminals in past trials, there was no mention of the impact on Flight 800. While FBI talked about fixes and remedies, there was no mention on the Flight 800 matter. Everyone simply quietly went on about their business with not one single person of responsibility to the search for truth in Flight 800 asking for Flight 800 evidence to be retested. The final report simply said, 'no traces of explosives found' -- electing to accept the faulty lab results over the field results. We will likely never know the truth, because we do know that the FBI first pressure washed pieces prior to testing, and many pieces were allegedly carted off never to be seen again. The tail wagged the dog, indeed.
Summary: The aircraft wreckage shows signs of both entrance and exit wounds, and damage from explosive forces outside of the aircraft, also consistent with FDR and CVR readings. NTSB and FBI findings in this regard largely ignore the evidence or are, at best, suspiciously inadequate to the facts.
Conclusion: There is enough evidence of missile fire within the NTSB report to warrant a new independent investigation which involves oversight by citizens and which excludes the intelligence community from participation. The FBI and other intelligence community helpers, as well as NTSB, should be considered suspects in cover up, and the investigation should focus as much on revealing their complicity in any such crime as the cause of Flight 800.
END PROOF THREE: ON TO GRAND
SUMMARY (with dramatic images of CWT explosion test)