-
-
- Submitted To The Subcommittee On Aviation
U.S. House of Representatives July 17, 1998
-
- Summary
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- The preponderance of facts in this report
support the following conclusions:
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- 1. That TWA FL800 was intentionally destroyed
by a powerful, proximity fused, airbursting, anti-aircraft weapon, launched
from a position approximately one nautical mile off shore and three nautical
miles east of Moriches Inlet, Long Island, New York.
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- 2. That TWA FL800 was also engaged, seconds
later by a second missile, fired from a closer position to the south of
TWA FL800's track.
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- 3. That senior FBI agents were close
eyewitnesses to the shoot down. That those FBI Agents believed the aircraft
was shot down and that those FBI Agents did not file eyewitness reports,
FBI 302 forms.
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- 4. That no evidence has yet been developed
that implicates the US military as participants in the loss of TWA FL800.
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- 5. That the United States Justice Department
moved on 24 July 1996 to suborn Title 49 U.S. Code by denying access of
Parties to the Investigation and NTSB Investigators to eyewitness and real
evidence.
-
- 6. That the White House's early public
statements, made without justification, impugned or ignored eyewitness
statements to discredit missile sighting reports.
-
- 7. That terrorist communiques in the
Mideast that predicted the time of the attack on the United States, were
also treated with contempt as being totally unfounded by White House spokespersons.
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- 8. That United States was under specific
threat of terrorist attack against airports and airliners in the New York
area in retaliation for the conviction of the World Trade Center conspirators.
-
- 9. That the Administration was aware
that a sighting of a probable unguided missile was made on the evening
of 17 November 1995, by two airline crews from Lufthansa and British Airways
at altitude near Long Island.
-
- 10. That FBI Agents have not specifically
identified surface radar targets that were at the geographic points eyewitnesses
indicate as the source of the missile fire.
-
- 11. That one unidentified surface radar
target fled the scene of the shootdown at 30 knots. When TWA FL800 exploded,
the contact was only 2.9 nautical miles (nm) away.
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- 12. That the 30 knot surface target avoided
visual contact with the other surface targets on a heading of 203 (degrees)T,
and did not stop or turn to provide assistance.
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- 13. That FBI counter-terrorism Agents
briefed the NTSB Operational Factors Group, including the Parties to the
Investigation, in January of 1997, specifically pointing out where a missile
was launched.
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- 14. That the FBI is in possession of
eyewitness testimony that proves, without doubt, TWA FL800 came under missile
attack and refuses to release this information.
-
- 15. That the FBI is in possession of
high explosive chemical residue evidence on interior and exterior parts
first identified by bomb sniffing dogs at Calverton, then verified as a
specific high explosive by chemical sniffers at Calverton.
-
- 16. That the FBI leadership attacked
the validity of their own chemical residue findings after using the same
FBI Laboratory personnel who were responsible for falsifying laboratory
evidence in hundreds of previous cases.
-
- 17. That the FBI is in possession of
shrapnel removed from the bodies of victims, and is holding laboratory
findings secret.
-
- 18. That the FBI contrived a plausible
excuse for the presence of high explosive residue in the aircraft as having
been contaminated by bomb sniffing dog training alleged to have been done
in St. Louis on 10 June 1996.
-
- 19. That the FBI had no answer as to
why the dog's handler's placement of training samples in the aircraft did
not match the locations where the contamination was found on aircraft parts.
-
- 20. That the NTSB leadership began a
public media campaign in April 1997, despite overwhelming evidence to the
contrary, that a center wing tank explosion caused the mishap.
-
- 21. That NTSB officials directed a NASA
laboratory to immediately stop testing when nitrates (explosive residues)
were found on critical early debris.
-
- 22. That a TWA employee caught an NTSB
official falsifying the Debris Field data record in the placement of aircraft
seats.
-
- 23. That when evidence of this act was
provided to the Chairman of the NTSB (including pictures taken by the NYPD),
in a letter written by TWA attorneys, Mr. Hall insisted the TWA employee
be removed and that she be targeted for investigation and indictment.
-
- 24. That NTSB officials have been relentlessly
and persistently eliminating or rewriting findings in the database that
cannot be explained in their theory.
-
- 25. That the NTSB refused to accept the
testimony of Captain Mundo, the flight engineer on the flight previous
to FL800, who stated that he left ZERO fuel in the center wing tank.
-
- 26. That the tail of the aircraft failed
shortly after the nose came off, which proved a massive outside force brought
down FL800.
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- 27. That the NTSB refuses to release
Debris Field information or the Bruntingthorpe explosive test data to the
parties to the investigation, because both contain powerful exculpatory
evidence refuting a center wing tank initiating event.
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- 28. That because of the results of the
Bruntingthorpe tests, the NTSB leadership has refused to allow the CVR
Analysis Group to reconvene.
-
- 29. That the NTSB leadership, now in
possession of redacted eyewitness forms from the FBI, refuses their own
investigators access to them.
-
- 30. That the NTSB leadership has oddly
shown absolutely no interest in eyewitness testimony despite the fact eyewitnesses
have information vital to the airborne breakup sequence and placement of
floating debris.
-
- 31. That there is the appearance the
Justice Department delayed seven months to file frivilous criminal charges
and arrest Captain Stacy and Mr. and Mrs. Sanders in order to threaten
and subdue disgruntled investigators immediately prior to the Baltimore
NTSB Public Hearing.
-
- 32. That there is the appearance the
FBI intentionally tried to arrest the Sanders family while they were outside
of New York in order to place them in the limbo of the criminal transportation
system.
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- 33. That there is the appearance of prosecutorial
misconduct in the Sanders and Stacey cases that include a threatened raid
of CBS headquarters in New York and seizure of exculpatory evidence by
the FBI as well as the removal of similar evidence from Calverton.
-
- 34. That non-government investigators
who are members of the Principal Parties cannot go to Calverton without
Government escort.
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- 35. That the Government refused the help
of professional ocean salvage operators who had equipment on site on 18
July 1996. Even though Weeks Marine and AT&T, who both routinely contracted
with the Government in the past, had equipment to support divers, robot
submarines, lift and storage capabilityfar superior to the Navy's, already
on-site, their assistance was refused.
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- 36. That the CIA contrived with the FBI,
a knowingly false crash scenario, alleged to have been drawn from eyewitness
statements, produced a false video, and released it to the mass media.
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- 37. That FBI officials are now refusing
to release eyewitness statementsback to the eyewitnesses who gave them
and that these eyewitnesses are now filing Freedom of Information Act requestsin
hope of obtaining their own statements.
-
- 38. That the White House, by categorizing
the shootdown of FL800 as a potential crime, instead of a political act
of war, has been able to keep the military experts totally isolated from
the case.
-
- 39. That the White House has ignored
a call for a congressional inquiry by a past Chairman of the Joint Chiefs
of Staff.
-
- 40. That this report provides "clear
and credible evidence" that officials in the Clinton Administration
are guilty of criminal wrongdoing and that Attorney General Reno should
be compelled to appoint a Special Prosecutor to investigate the actions
of the NTSB and FBI in covering up evidence that a missile shot down TWA
Flight 800.
- Professor Pushes
TWA Crash Theory
-
- © The Associated Press
- By RICHARD PYLE
- NEW YORK (AP) - A Harvard University English professor believes electromagnetic
interference - possibly from military craft - might be responsible for
the downing of TWA Flight 800.
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- Professor Elaine Scarry's theory is being
investigated by the National Transportation Safety Board as part of its
inquiry into the July 17, 1996, crash off Long Island, chairman James Hall
said.
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- All 230 people aboard died when the Boeing
747 jumbo jet exploded in midair minutes after leaving John F. Kennedy
International Airport for Paris.
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- Investigators say the plane's central
fuel tank exploded, but have not been able to say why. Two theories - a
bomb or a missile - were ruled out after an extensive probe.
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- An exchange of letters between Ms. Scarry
and Hall appears in the July 16 issue of the New York Review of Books,
which on April 9 published an article by Ms. Scarry raising the question
of whether electromagnetic interference, or EMI, from an outside source
triggered the disaster.
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- Ms. Scarry said the interference could
have come from one of about 10 military ships or planes in the vicinity.
Those craft may have used the kind of powerful signaling equipment that
could affect another craft's systems, she said.
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- Electromagnetic signals from other craft
could have prompted an electrical charge aboard TWA 800 to jump from high-voltage
wires to low voltage wires and then travel to the fuel gauge and the fuel
tank.
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- Electromagnetic interference is suspected
as the cause of at least six military disasters, Ms. Scarry said. She has
asked federal investigators to say whether any other aircraft in the area
experienced problems possibly traceable to the same cause.
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- In a March 13 letter to Hall, Ms. Scarry
said NTSB findings had not ruled out the possibility that a High Intensity
Radiated Field, or HIRF, played a part in the crash of TWA 800.
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- Hall replied in a May 27 letter that
the NTSB was going to probe the possibility of electromagnetic phenomena
having affected the TWA jetliner.
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- Ms. Scarry insisted in a June 17 letter
that a TWA pilot's comments about a ``crazy'' fuel gauge and difficulty
stabilizing the plane just before the explosion could be anomalies hinting
at an EMI event.
-
- Despite the persistent letters, Ms. Scarry
said she trusted the NTSB to investigate the case thoroughly and was impressed
by its hearings earlier this year on the TWA crash.
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- ``I don't believe they are willfully
leaving things out, but we are in an age of electronic technology and electronic
warfare, and we haven't come completely to terms with that,'' she said
Sunday in a telephone interview from her Cambridge, Mass., home.
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- Hall was not available for comment.
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- AP-NY-07-12-98 1935EDT
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