
Monica Warnock
Washington Bureau
Aviation Week & Space Technology
Dear Ms. Monica Warnock, 21 May 1998
You wrote to me:> You must remove these
> articles and any other Aviation Week copyrighted material from your
> website immediately, or we will consider legal action.
I replied>Consider it done. And not because you threatened me, but because you may be right."
Ms. Warnock, I now believe you to be wrong.
I'm putting the 10 March 97 Aviation Week and Space Technology article in dispute back up on my web site at www.corazon.com at one minute after midnight on 1 June 1998.
Here's why: The content is everything and the content of the article is very, very important. I agree with the content. AvWeek agrees with content. The public officials quoted in your article agree with the content. The content quotes a public NTSB official who says that the cause of TWA 800 may have been forward door popping open. It also said the streak seen before TWA 800 crash may have been reflection off the skin of aircraft. I agree with that. It is very important. Let us call it the door pop streak article.
Ms. Warnock, you have done your job well by searching the web for Avweek articles. You found one. You then followed orders and directed it be removed. It was removed. The problem is now above your level of authority. So I direct my comments to your boss: Mary Francis Koerner, the
Manager of Bureaus.
Will you please see that this letter goes to her?
Dear Ms. Koerner, I am told several things:
1. Get the door pop streak article off my web site.
2. I should ask permission to put AvWeek articles on web site.
3. Permission will be denied.
I asked permission. It was denied. You were right.
You have done all you can do. The problem is now above your level of authority. I assume you would refer me to 'The Lawyers.' I direct my statements to the lawyers.
Will you please see that this letter goes to them?
Dear AvWeek lawyers:
Ah, copyright, don't you love it?
My name is John Barry Smith. I have a 1200 page, 100 meg website at www.corazon.com mainly devoted to high time Boeing 747 accidents in which the hull ruptures in flight forward of the wing. It contains mostly government scanned in aviation accident reports, AARs, and occasionally copyrighted material from media, such as yours.
Please note, let us stipulate:
1. My site is non profit. I have not made a penny on anything related to that website. In fact, much of my money has gone out, nothing has come in, a problem as my wife will attest.
2. It is research oriented with airplane crash related comments, investigations, reports, pictures, and text.
3. I give full and clear credit to the sources I quote. AvWeek was clearly stated as the author of the door pop streak 10 Mar 97 article in question. In fact, that is very important, that's why I quote clearly and give credit to Aviation Week by scanning in the entire article instead of paraphrasing, which would be quicker to download but not have the authority of the best aviation magazine on the planet, Aviation Week and Space Technology. And I omitted the advertising on the pages, too.
Now for argument:
1. I stole nothing from you.
2. It's fair use.
3. I can publish that article without your permission if certain conditions are met, and are: Non profit, small parts used, and credit given.
"Fair use and implied licenses.
Fair use is a legal license to use others' work, whether they approve or not. It constitutes one of the most important, and least clear cut, limits to copyright. The basic problem is that words like "fair" or "reasonable" cannot be defined with the precision non-lawyers (or many law students) would like. Until 20 years ago, fair use did not appear in U.S. legislation, but it now occupies about half of the copyright statute. In the U.S., partial or limited reproduction of another's work may be permitted under this doctrine.
On the one hand, fair use offers an especially liberal defense to uses that advance public interests such as education or scholarship. On the other hand, it is unlikely to be available if one fails to credit the original artist or author. It is not apt to be available to those who profit or interfere with original artists' or authors' ability to derive income from their works."
"© 1998 Franklin Pierce Law Center. All rights reserved." (I hope I have fair use to quote the above.)
I believe I advance the public interest in aviation safety, I credit the original speaker, the reporter, and the magazine, and I do not profit from it. I have fair use.
Conclusion: It will take a Judge to order me to remove the 10 March 97 AvWeek article from my website after it is put back up on 1 June 1998 or to permit me to continue to post it.
So, Lawyers, the problem is above your level of authority. I turn my attention to the Managing Editor:
Will you please see that this letter goes to him?
Dear Managing Editor,
What's the beef? You and your reporter, David Fulghum, have done a fine piece of work. You have pinpointed the cause of a mystery crash now under current investigation, TWA 800. It was the door popping open in flight. The NTSB official you quoted was correct. The streak was the skin spinning away reflecting evening red orange sunlight to observers below. The official was correct and he was quoted correctly by your aviation reporter. The implications of the truth you printed are profound. The cause now leads to chafed wiring shorting on cargo door unlatch motor and allowing rupture at aft midspan latch of forward cargo door which opened in flight. Exactly as has happened before with UAL 811 as described in NTSB AAR 92/02. The 300 knot slipstream tore the nose off TWA 800 because the explosive decompression shatter zone was much bigger on TWA 800 than on UAL 811, as shown by NTSB reconstruction photo of TWA 800 wreckage.
I encourage you to do a follow up story on the wiring/cargo door explanation as described on the website in question, www.corazon.com. Mr. Fulghum and Mr. McKenna are familiar with the details of TWA 800 and wiring cargo door explanation.
Attached:
1. Correspondence between AvWeek Ms. Warnock and me.
2. Three .jpgs of the images published on website of 10 March door pop streak article.
3. Recent email to Government officials regarding this matter. Please note accurate numbers and sources given.
So, I must publish your copyrighted material, the 10 March 97 article on my website at URL http://www.corazon.com/800avweekintrigue.html on June 1, 1998.
I'm at email barry@corazon.com or 408 659 3552 or 551 Country Club Drive, Carmel Valley, CA 93924.
I encourage discussion regarding this matter. It's a hot story even though almost two years old. Wiring is the main culprit, not the door, not the center tank. NSTB is in the right church but the wrong pew. Wiring is the problem and it's in places other than the fuel tank tubes. It's in the cargo door unlatching motor circuits.
Cheers,
John Barry Smith
From: monica_warnock@mcgraw-hill.com
Date: Thu, 14 May 98 10:24:37 -0500
To: <barry@corazon.com>
Subject: Aviation Week
Mime-Version: 1.0
To: barry@corazon.com
Dear Sir,
Your website "http://www.corazon.com/800avweekintrigue.html" contains
several scanned-in pictures of the Aviation Week & Space Technology
article "ANG Pilot: TWA Hit By Object," March 10, 1997. Our records
do not show that you requested permission to use these articles on
your website.
Aviation Week & Space Technology is covered by copyright law which
states that permission must be granted before our material is used.
Your website is in violation of this law. You must remove these
articles and any other Aviation Week copyrighted material from your
website immediately, or we will consider legal action.
Sincerely,
Monica Warnock
Washington Bureau
Aviation Week & Space Technology
monica_warnock@mcgraw-hill.com
(202)383-2314
To: monica_warnock@mcgraw-hill.com
From: John Barry Smith <barry@corazon.com>
Subject: Request permission to present article on website.
Cc:
Bcc:
X-Attachments:
> To: barry@corazon.com
>
> Dear Sir,
>
> Your website "http://www.corazon.com/800avweekintrigue.html" contains
> several scanned-in pictures of the Aviation Week & Space Technology
> article "ANG Pilot: TWA Hit By Object," March 10, 1997. Our records
> do not show that you requested permission to use these articles on
> your website.
Dear Madam, 14 May 1998
A thousand pardons. I immediately request permission to reprint Aviation Week & Space Technology article "ANG Pilot: TWA Hit By Object," March 10, 1997 on my website, www.corazon.com. (Corazon is my wife's name.)
The reason I scanned in exact image instead of paraphrasing text was to be precise and show source, very important for a research paper.
Should my request be denied, I shall of course, immediately comply with your request and remove the article from my web site.
AWST is a fine magazine and one which I have read diligently for over thirty years. I have watched AWST's web site mature as time goes on. http://awgnet.com/awgnews.htm is on my bookmarks list and I check it first thing every morning. I'm in your database of subscribers. Keep up the good work!
Regarding this life and death matter of a sudden night fiery fatal jet plane crash about which I have published a 1200 page website presenting my shorted wiring opening forward cargo door in flight explanation to the general public in a non profit effort:
1. You surely understand I can not alter my website just on an unsolicited email out of the blue from:
> Monica Warnock
> Washington Bureau
> Aviation Week & Space Technology
> monica_warnock@mcgraw-hill.com
> (202)383-2314
The absence of title indicates your request may be personal in nature and not official. Please confirm your official title which corresponds to your request that I delete an article from AWST from my site. You may be spoofing me and my asking for credentials is prudent and an established protocol.
2. Your response indicates an interest in the subject of TWA 800. Could you refer a reporter to me so I can present my wiring/cargo door explanation to him/her? I would appreciate the opinion of an aviation professional regarding my nine years of amateur research into hull ruptures of hour high time Boeing 747s. Your reporter, David Fuhlgum, in the referenced article, was able to elicit important material from NTSB officials regarding TWA 800; the forward door may have popped open in flight, and the streak may have been pieces of the aircraft reflecting evening sun. I am able to amplify those observations by an anonymous NTSB 'second official' using NTSB documents and photographs. It's a good story and one worthy of AWST's interest. FAA, NSTB, and Boeing are all saying wiring in older Boeing airliners is fraying and shorting causing problems, and so am I, long before the officials came to the realization.
3. >or we will consider legal action.
Why, O why did you threaten me? Your first contact, out of the blue, and it contains a threat of 'legal action'. What does that mean? I don't think it means a good thing. It just sets a wrong tone. Is politeness gone from even presentations about a plane crash?
4. >Your website is in violation of this law.
Whoa! You are calling me a criminal? Just like that? I'm breaking the law? I'm a lawbreaker? This is very disturbing. Maybe that's the way AWST works with the big boys who only respond to threats, not to polite requests with explanation attached. I'm not a big boy. I'm a retired military officer working out of a converted garage in California. I don't like anybody telling me I'm breaking the law unless it's a policeman, judge, or jury. And I still don't like it, but I obey. I really can't tell my friends that I changed my cherished web site because of a strange unauthenticated email from some babe named Monica at McGraw-Hill, now can I? I mean, am I a man or a mouse?
See, a threat always turns a pleasant conversation into stressful one. Squeek, squeek.
To review:
1. I respectfully request permission to display scanned in images of Aviation Week & Space Technology article "ANG Pilot: TWA Hit By Object," March 10, 1997 on my personal website, www.corazon.com.
2. Please to show credentials, madam.
4. Refer reporter to me regarding a subject that you feel strongly enough to want to affect with correspondence, TWA 800.
5. Keep up the good work covering aviation subjects around the world.
Cheers,
John Barry Smith
551 Country Club Drive,
Carmel Valley, CA 93924
408 659 3552
barry@corazon.com
www.corazon.com
From: monica_warnock@mcgraw-hill.com
Date: Thu, 14 May 98 13:48:41 -0500
To: <barry@corazon.com>
Subject: Re: Request permission to present article on website.
Mime-Version: 1.0
Dear Mr. Barry,
I am an editorial assistant in the Washington Bureau of Aviation Week
& Space Technology. I work for Mary Francis Koerner. She is the
Manager of Bureaus and she is the official contact for Reprints &
Permission. We will periodically search the web for Aviation Week on
outside websites and that is what brought me to your site.
Unfortunately, at present, Aviation Week & Space Technology does not
allow its material to be reprinted on any websites other than our own.
We appreciate your interest in Aviation Week & Space Technology;
however, we must ask that you remove the article from your website, as
you have indicated you are willing to do.
My interest in this regard is not related to TWA800 but protecting the
magazine in general. Many people are not aware of the rules regarding
copyright on the internet. You may reference the section "Photocopy
and Rights & Permission" on the Contact Us page of Aviation Week if
you have any future requests for permission.
James McKenna would be the best editor to send your correspondence to
regarding TWA 800. He is located in the Washington bureau: 1200 G
Street, NW Suite 922, Washington, DC 20005. (202) 383-2332.
I will mail you a hard copy of this letter on Aviation Week & Space
Technology letterhead to satisfy any concerns you might have about my
identity. Thank you for your understanding.
Monica Warnock
Editorial Assistant, Washington Bureau
Aviation Week & Space Technology
To: monica_warnock@mcgraw-hill.com
From: John Barry Smith <barry@corazon.com>
Subject: Re: Request permission to present article on website.
Cc:
Bcc:
X-Attachments:
> Dear Mr. Barry,
>
> I am an editorial assistant in the Washington Bureau of Aviation Week
> & Space Technology. I work for Mary Francis Koerner. She is the
> Manager of Bureaus and she is the official contact for Reprints &
> Permission. We will periodically search the web for Aviation Week on
> outside websites and that is what brought me to your site.
Dear Ms. Monica,
Thank you for your prompt reply. I am saddened by the denial to present the AWST article on my web site. I shall search through it and delete it. Do I need permission to post your email in its place to explain why the article was deleted? I should explain why the article was removed to squelch any conspiracy coverup nonsense that pervades this TWA 800 investigation.
> Unfortunately, at present, Aviation Week & Space Technology does not
> allow its material to be reprinted on any websites other than our own.
So sad.
> We appreciate your interest in Aviation Week & Space Technology;
> however, we must ask that you remove the article from your website, as
> you have indicated you are willing to do.
As soon as I am finished with this upcoming TV interview about wiring/cargo door explanation, I will. The TV station is KOMO-TV, Channel 4, ABC, in Seattle Washington and the arrive within the hour. I'm preparing for it so am unable now to find page, delete, change links, upload it to server right now. But how long to I have? Is 48 hours OK?
>
> My interest in this regard is not related to TWA800 but protecting the
> magazine in general. Many people are not aware of the rules regarding
> copyright on the internet. You may reference the section "Photocopy
> and Rights & Permission" on the Contact Us page of Aviation Week if
> you have any future requests for permission.
Protecting the magazine? Well, OK, if you say so. I feel that quoting AWST in a non profit website about aviation safety helps AWST, but what do I know.
>
> James McKenna would be the best editor to send your correspondence to
> regarding TWA 800. He is located in the Washington bureau: 1200 G
> Street, NW Suite 922, Washington, DC 20005. (202) 383-2332.
Thank you very much, ma'm, and I shall. I shall say you referred me, is that OK?
>
> I will mail you a hard copy of this letter on Aviation Week & Space
> Technology letterhead to satisfy any concerns you might have about my
> identity. Thank you for your understanding.
Fine, can I put that on my website?
Let me get back to you on this. I will delete offending article and then send you URL of the new page so you can confirm I have cleansed the dirty deed.
Cheers,
John Barry Smith
>
> Monica Warnock
> Editorial Assistant, Washington Bureau
> Aviation Week & Space Technology
From: monica_warnock@mcgraw-hill.com
Date: Thu, 14 May 98 14:47:54 -0500
To: <barry@corazon.com>
Subject: Re[2]: Request permission to present article on website.
Mime-Version: 1.0
Mr. Smith,
I will mail your letter today. When it arrives, you are welcome to
place it on your website. We understand that you are busy right now-
as long you are able to delete the pages by next Friday, that's fine
with us. The complete URL is
<http://www.corazon.com/800avweekintrigue.html>
If you do contact Mr. McKenna, you may tell him I referred you. Again,
thank you for your interest in Aviation Week.
Monica Warnock
Editorial Assistant, Washington Bureau
Aviation Week & Space Technology
To: monica_warnock@mcgraw-hill.com
From: John Barry Smith <barry@corazon.com>
Subject: Done
Cc:
Bcc:
X-Attachments:
Dear Ms. Warnock,
> You must remove these
> articles and any other Aviation Week copyrighted material from your
> website immediately, or we will consider legal action.
Consider it done. And not because you threatened me, but because you may be right.
http://www.corazon.com/800avweekintrigue.html
is the URL which now has deleted article. Completed 6:57PM 14 May 97, nine hours after your request. The TV interview went swimmingly. In fact, the interviewer from KOMO TV ABC Seattle, asked that I send him an email of the article in question. He was interested to hear about your request.
I just want you to know that you have made an old man very very sad. I shall have to research the web, as is my wont, to find out for sure if the copyright laws exist to keep non profit websites from fairly using one article of a magazine to support an aviation safety hypothesis. I make no money from this site, on the contrary, it costs me money to keep it up. The site is 1200 pages deep with on one page assigned to article. The goal of the website is aviation safety, a common goal with Aviation Week. The officials quoted on the article are public officials whose comments are public.
It seems to me that permission should not be necessary for me to put your article on my website as long as I give credit to the author and make no money from it.
It seems to me that when permission was requested to put the article on my website, permission should have been granted.
You said 'protect your magazine,' as motive for requesting I delete the article. Protection from whom? Me? Aviation Week needs protection from me? I am a retired guy working out of a converted garage with a computer and a modem. You have nothing to fear from me, we are on the same side, aviation safety.
Regardless, the excellent article by David Fulghum in the March 10, 1997 issue has been deleted at your request. Should it become apparent that I do have the fair right to use your article under conditions which I fulfill, then, pop! up it goes again. I shall let you know in advance so you may attempt to dissuade me if you wish. It just seems that a guy ought to be able to pull out old magazine articles to quote from when he's trying to persuade visitors of an aviation safety point. In case I'm wrong, and I'm never wrong, I have erred on the side of safety and complied with your request.
Cheers,
John Barry Smith
> Mr. Smith,
>
> I will mail your letter today. When it arrives, you are welcome to
> place it on your website. We understand that you are busy right now-
> as long you are able to delete the pages by next Friday, that's fine
> with us. The complete URL is
> <http://www.corazon.com/800avweekintrigue.html>
> If you do contact Mr. McKenna, you may tell him I referred you. Again,
> thank you for your interest in Aviation Week.
>
> Monica Warnock
> Editorial Assistant, Washington Bureau
> Aviation Week & Space Technology
Copyright on the Internet
Thomas G. Field, Jr.
Contents
* Introduction
* Limits to Copyright
* Notice and Registration
* Whether to Register
* Avoiding Suit
* Links and Frames
* The Bottom Line
Introduction
This discussion focuses on copyright issues of most concern to those who post to or own email lists or have put up web pages -- as well as to those who might want to use another's email posting or to copy material from another web page.
As pointed out in a couple of other discussions at this site, for example, Copyright in Computer Software, copyright encourages the creative efforts of authors, artists and others. It does so by giving such people the right to exclude others from using their works in certain ways.
Copyright arises automatically as soon as some aspect of a protectable work has been fixed in a tangible medium (such as an internet server). Notice is not required; registration is required only if legal action is warranted and the work originates in the U.S. (Apologies to those abroad, but this is hereafter presumed.) However, giving notice (such as at the bottom of this page) and promptly registering works provide legal advantages. Those advantages are explained below, along with basic limits to copyright protection.
Several matters such as the fundamental distinction between works that are and are not "for hire," deposit details and issues to consider in transferring copyright interests are not particularly relevant to that focus and are not revisited here. However, anyone in the business of putting web pages up for others definitely needs to address such matters. Again, see Copyright in Computer Software or the more general discussion, Copyright Basics, at the Copyright Office.
Limits to Copyright
Copyright is the right to exclude, not to publish.
Copyright does not give its owners the right to sell or distribute works. Consider, for example, a libelous email message or web page. While both would be protected by copyright, this is of little importance if their posting would incur liability. Also, of course, rights to post information can be affected by laws governing, e.g., obscenity, or rights of privacy or publicity.
Basic limits to copyright protection.
There are several fundamental limits to copyright protection. For example, expression, not facts or ideas, is protected. Also, a second work that merely happens to be very similar (or even identical) to an earlier work does not infringe, if it is, in fact, independently created. However, because these topics are treated elsewhere, they are not pursued here.
Fair use and implied licenses.
Fair use is a legal license to use others' work, whether they approve or not. It constitutes one of the most important, and least clear cut, limits to copyright. The basic problem is that words like "fair" or "reasonable" cannot be defined with the precision non-lawyers (or many law students) would like. Until 20 years ago, fair use did not appear in U.S. legislation, but it now occupies about half of the copyright statute. In the U.S., partial or limited reproduction of another's work may be permitted under this doctrine.
On the one hand, fair use offers an especially liberal defense to uses that advance public interests such as education or scholarship. On the other hand, it is unlikely to be available if one fails to credit the original artist or author. It is not apt to be available to those who profit or interfere with original artists' or authors' ability to derive income from their works.
Commercial uses of another's work are particularly frowned upon. But what does this mean? On one end of the scale, for example, anyone who posts an email message in such a way as to suggest that its author endorses some commercial product, without explicit permission, is asking for serious trouble! On the other, lunch is rarely free. Most magazines, newspapers and even many professional journals are operated by for-profit entities. That the latter kind of commercialism does not negate fair use defenses has been made clear by the U.S. Supreme Court.
Licenses may also be implied in fact (as when someone posts a message to a public email list). Both forwarding and archiving email messages seem to be impliedly allowed -- possibly subject to an author's right to revoke implied permission when reasonable. People (including myself) regularly post messages that they wish they had not sent. Is it reasonable to ask someone who automatically archives list content to find and delete messages sent inadvertently? In my opinion, it would often not be. Authors should be careful in what they send; under the best of circumstances, it will be difficult to eradicate inadvertent postings.
Few who post to email lists would object if their messages are forwarded to others who might be interested. However, in doing so, or in using part of a prior message in responding to an earlier message, one should be careful not to change the original author's meaning. No one impliedly authorizes another to attribute to them an embarrassing (or worse) message they did not write!
Likewise, few would object to having their messages archived, perhaps on a web page. Archiving clearly serves the interests of list members who may occasionally want to revisit topics addressed earlier. Indeed, most would prefer having archives to seeing old topics rehashed again and again -- the reason one often sees lists of frequently asked questions (FAQs).
Expressed Licenses -- Put it on the table!
Many email copyright problems could be avoided if list owners would broadcast, at least on initial subscription, a notice such as the one below. [List owners who care to use it are hereby granted permission but should not regard it as legal advice. I certainly do not suggest it as a fool-proof way to avoid copyright (much less any other) problems.]
Those who post to this list retain their copyright. However, subscribers grant a non-exclusive license to the list owner, directly or indirectly, to archive, and to other subscribers to forward, any message posted here.
**All archiving of messages posted to this list is forbidden without express permission of their authors or the list owner!** No site that conditions access on payment of a fee will be approved by the list owner as an archive.
No subscriber, by merely posting to this list, grants implied permission to associate his or her message directly with any commercial product or service. Nevertheless, subscribers should bear in mind that virtually anyone will have access to their messages. If there is *anyone* you would not want to see some message, do not post it here!
I recently encountered a site that confidently asserts that list owners have the right to approve the forwarding of email from one list to another. Barring such a provision in a welcome message (note that none appears in the example set out above), I am unaware of any legal basis for it. Perhaps it is a netiquette rule I have not previously enountered, but those are not ordinarily enforced in the courts.
To avoid some copyright questions, one web author posts this amusing noice:
WARNING: I reserve the right to use any email you send to me as either a testimonial of how great this page is, or as an (rare) example of the stupid things people send to me via email. If you do not want your email to be used in such a manner, mark it confidential....
Special situations.
Email lists are exceedingly diverse. For an extreme example, consider a prostate cancer listserv. Here are excerpts from the welcome message:
Now that you have subscribed, you are encouraged to send a note introducing yourself.... If your concern is about a prostate cancer diagnosis, also include your PSA blood test result, Gleason score, and cancer stage.
...
All messages to the list are archived. If you have deleted or missed messages these can be found by accessing the archives with this message.... [It goes on to list several archives.]
Each subscriber to that list (as well as to a host of similar ones) should weigh his individual risks as well as the substantial benefits to himself and others of having personal medical information made public and archived. Authors who post to such lists should consider the ramifications of doing so. Copyright provides limited abilility to control the access of others to what one has published. Thus, for example, employees' adverse medical information could possibly end up in the hands of employers who would find an incentive to discharge them for spurious reasons. When potential misuse of information poses a serious threat, email users should keep messages private. Licenses to foward or archive private messages will rarely be implied.
Private lists. The possibility of "private" lists also exists -- in the sense that all who sign up expressedly agree, e.g., not to forward list messages or to delete the identity of authors before doing so. Also, if list messages are archived at all, access could be limited, e.g., by use of passwords -- or they could be archived anonymously. Such an approach should be able to avoid even "fair use" of messages.
Notice and Registration
As mentioned above, web pages and email messages are protected by copyright as soon as they are created. Copyright notice and registration are not required -- although the last is needed prior to bringing suit. For example, contrary to what some seem to believe, and consistent with the sample email list notice above, even public messages cannot be used by anyone else as they please.
In the U.S., copyright notice eliminates the potential defense of innocent infringement and increases the chances that willful infringement will be found. The latter is far more serious because statutory damages for willful infringement are much larger -- up to $100,000, compared to $200! Thus, if copyright is a major concern, those who post email messages or serve up web pages should give explicit notice.
More significantly, statutory damages and attorney fees can be obtained only if works are promptly registered after publication -- publication presumably occurs when a message is posted to a public list or a web page is made available to anyone who cares to visit. Although the statute is not a paragon of clarity on this point, it appears that if registration is sought within three months of publication, statutory damages and attorney fees, as well as more common remedies, are available for prior infringement. While it takes several months for a certificate of registration to issue, once that happens (if the initial application was complete), the filing date becomes the registration date.
Whether to Register
Prolific email users or web publishers would find registration prohibitively expensive if every individual item had to be registered, even at $20 each -- particularly if their efforts generate no income. Although prompt registration provides remedies that make suit affordable, it might not appear, on balance, to be "worth it."
The situation is much improved by being able to register multiple works as a collection. For example, the entire contents of a web site should no more require multiple registrations than a book with many chapters and numerous illustrations -- or a CD with text and music, still and animated graphics, and software.
Such registration is a good buy. Simple forms, containing basic instructions, are available from the Copyright Office as well as, e.g.,the BMI web site. To register, send the proper form (TX for most works, but see form GR/CP too) with the $20 fee.
It is also necessary to send materials that identify the work. Email should be very straight forward, but even ordinary web pages present problems. Should one send a printout of the page or the code that generates it? If the content is all that is important, I would send only screen printouts. If the code were also important, I would register it like software; see, e.g., § 202.20 of Title 37 of the Code of Federal Regulations. One problem with treating the content of a large web site like software is: What constitues the first and last 25 pages of code?!
If a web site is particularly ornate with, e.g., embedded java scripts, sounds and video, as well as text and graphics, problems are compounded. A web author could give it his or her best shot and see what happens -- subject to the risk of being unable to rely on the original filing date. If that risk seems serious, a web author should consult an experienced lawyer.
Avoiding Suit
Subject to limitations briefly discussed above, copyright gives its owners the exclusive right to reproduce and otherwise reap, e.g., the goodwill or economic benefits of their work. Sometimes a question arises as to whether a second, similar work was copied or was independently created. If the person creating the second work had access to the original, and the works are very similar, copying is likely to be presumed.
Unless liability is exempted by fair use or an express or implied license, copyright arms its owner with remedies going well beyond those normally afforded to an injured party. Further, while finding infringement of graphics works can be difficult, those who copy text may be easily found with any of several powerful net search engines.
Web artists have asked if it is OK to base a graphic on another's work. The safe answer is "No!" The real question is not whether one is liable but whether one is likely to be sued. Those who use a relatively small amount of another's work -- if it is not copied in detail or is altered to the point that it cannot be recognized -- are not apt to be. Yet, this is a litigious society, and it is much smarter to work from scratch (or, for example, to use clip art sold for that purpose)! Even things posted on web sites as being in the public domain may not be. Commercial products, in contrast, should be accompanied by a warranty.
In no event, echoing what has already been cautioned, should anyone use another's text or graphics for commercial purposes without express permission! Any use that generates income directly or interferes with a copyright holder's potential income dramatically increases the chance of suit. Such use is also more apt to be regarded as willful -- again, increasing potential statutory damages from $200 to as much as $100,000!
As some web authors have failed to appreciate (as one can see from all the pages that say "X used to be here, but..."), using another's copyrighted graphics (particularly commercial cartoons) are almost sure to generate nasty threats -- regardless of how it's done. (See the discussion of links and frames below.)
Links and Frames
Links and frames present problems that may be unique to the internet, and copyright is not the sole basis for suit. Linking to others' web sites is unlikely to cause copyright problems under present law, but see the interesting discussion of image links at the Oppedahl & Larson page. It discusses, for example, the catch-22 of being liable for copying on one hand and being criticized for linking on the other. The tension can be reduced if those who object to links say so on their page. Some of those may also say that they prefer that their graphics be copied to other servers for various reasons. Yet, again, consider the risk that people with such pages do not own copyright in graphics (or whatever) they urge you to copy.
In any case, links to unaffiliated sites should clearly avoid any misrepresentation of authorship or endorsement. Further, commercial sites may well object to their content being framed at another site -- particularly if their content is surrounded by another's paid advertising. At least one such case has already arisen, but it was settled without a decision that could be used as precedent.
Finally, linking or framing aside, one must exercise great caution in referring to others (or their products or services) in a derogatory way.
The Bottom Line
Litigation is expensive; experienced lawyers often say that there are "no winners". That aside, whether particular activities might ultimately be found legal is wholly irrelevant if they don't generate enough income or are not otherwise worth the cost of defending a suit. No one should get so entangled (as lawyers sometimes do) in legal details that they fail to consider this key point.
For more information, see Web Law FAQ, at the Oppedahl & Larson site. See also, William S. Strong, Copyright in the New World of Electronic Publishing. The last goes far toward repudiating conventional "wisdom" that the Internet requires fundamentally reworking copyright law.
Modified 3/29/98
URL: HTTP://WWW.FPLC.EDU/TFIELD/COPYNET.HTM
© 1998 Franklin Pierce Law Center. All rights reserved.
This page has been visited 4175 times since 2/25/98.
Sam Farr
Member of Congress
17th District, California
House of Representatives
Congress of the United States
1117 Longworth Bldg
Washington, DC 20515-2861
John McCain III
Member of Congress
Chairman, Committee on Commerce, Science, and Transportation
United States Senate
241 Russell Senate Office Bldg
Washington, DC 20510-0303
James Hall
Chairman,
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
Robert Francis II
Vice Chairman
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
Bernard Loeb,
Director of Aviation Safety
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
Thomas E. Haueter
Chief, Major Investigations Division
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
John B. Drake
Division Chief
Aviation Engineering Division
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
Al Dickinson,
Lead Investigator, TWA 800
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
Ron Schleede,
Investigator, TWA 800
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
James F. Wildey II
National Resource Specialist
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
David Mayer
NTSB Wreckage Database Manager
National Transportation Safety Board
490 L'Enfant Plaza East, SW.
Washington, DC 20594
Thomas McSweeny
Director, Aircraft Certification Service
FAA National Headquarters
800 Independence Avenue, S.W
Washington D.C 20591
Lyle Streeter
FAA AAI
Aircraft Accident Investigator
FAA National Headquarters
800 Independence Avenue, S.W
Building FOB 10A, Room 838,
Washington D.C 20591
Ron Wojnar,
Manager
Federal Aviation Administration
Transport Airplane Directorate
1601 Lind Ave. S.W.
Renton, WA 98055-4056
Neil Schalekamp
Manager, Propulsion & Mechanical Systems and Cabin Safety Branch
Transport Standards Staff
Transport Airplane Directorate, ANM-100
1601 Lind Ave. S.W.
Renton, WA 98055-4056
Bob Breneman,
Aerospace Engineer,
Federal Aviation Administration
Transport Airplane Directorate, ANM-100
1601 Lind Ave. S.W.
Renton, WA 98055-4056
Dear Officials 21 May 1998
The missing eighty percent of the forward cargo door of TWA 800 may be in the Orange debris field. The retrieved items have tag numbers 9000 to 9999:
Public Docket SA-516, Exhibit No. 7A, Structures Group Chairman's Factual Report of Investigation, page 5, "In addition, an area 2.7. nautical miles in radius, centered at 40 degrees 38 minutes 54 seconds North, 072 degrees 40 minutes 23 seconds West, was defined. The portions of this area that did not already lie in either the Red, Yellow or Green zone were designated the Orange Zone. The center of this zone corresponds to the last secondary radar return from the aircraft."
"The database created to track recovered parts is known as the TAGS database. A series of metal tags were issued to be attached to the recovered parts as durable identification tags. The metal tags were colored one of six possible colors."
"Orange Recovered from areas other than Areas 1, 2 or 3 during the trawling operation."
"9000-9999 Issued by the trawlers working the western half of the Orange zone."
Gentlemen, please note there are no Orange Zone pieces in the TAGS database. There is no mention anywhere of the pieces which were found in the Orange zone by trawlers and issued 9000 series metal identification tags. Eighty percent of the forward cargo door is missing. The NTSB Trajectory Study Exhibit, page 50, shows pieces from the forward cargo bay were the first to leave TWA 800 and left at the same time as the last secondary radar beacon was returned. It is very likely that the missing pieces of the forward cargo door are in the Orange zone and may have already been retrieved and tagged with 9000 series tags.
Where are the Orange zone pieces recovered from TWA 800? What pieces were they? Where did they come from on the aircraft? Where are the missing eighty per cent of the forward cargo door?
I direct the questions for answers to Mr. David Mayer, the person in charge of the wreckage database.
The larger point is this, chafed wiring to the core is reported on TWA 800 in NTSB Public Docket Exhibit 9A page 116:
"Some wires found in the section of W480 from forward of station 570 and identified as BMS13-42A had numerous cracks in the insulation. Most of the cracks in this bundle were found to expose the core conductor when examined by microscope. Only within five feet of the aft end of the W480 bundle from station 570-900 were insulation cracks found."
Please note that BMS13-42A is known faulty Poly-X wiring. Cargo door location is FS 560-670 and cracked wires are within that zone. Frayed wires in that area have shorted before and caused the forward cargo door to open in flight, NTSB AAR 92/02 UAL 811.
Fuel tank wiring is shown to be chafed to bare wire. The TWA 800 NTSB document shows cargo door area wiring is chafed to bare wire also. FAA and NTSB officials are taking efforts to inspect fuel tank wiring. Cargo door wiring should also be inspected, especially since cargo door wiring is a known killer of nine in UAL 811 accident.
There's more reason to inspect cargo door wiring in 747s as stated in NTSB Exhibits:
"A. 1996, burning smell in forward cargo compartment, found damaged wiring shorted to ground, charring found.
B. Oct 12, 1996, Wire bundle arcing and resultant fire at aft bulkhead of forward lower lobe cargo hold on 747-200 freighter.
Source: NTSB Exhibit 9C, Attachments to the Systems Group Factual Report page 44, 45, 46."
These are real reports of real events showing real danger. They are reported to you, Mr. McSweeny.
To be blind to the red paint smears above the cargo door of TWA 800 is not right; your rods and cones respond to color the same as mine. Those red paint smears indicate door opened in flight, just like paint smears indicated door opened in flight for UAL 811. Are they not there? Are there not many? Are they not red?
I see them and Mr. Schalekamp of FAA saw them, so I know they exist as well as being in pictures on the NTSB CD-ROM of TWA 800. They are not going to fade away with time.
The forward cargo door opened in flight for TWA 800. To disregard paint smears, outward peeled skin on the side and bottom of fuselage, and the petal shaped outward bulge at the aft midspan latch of the forward cargo door is very strange, it's not right. It's not worthy of NTSB.
It's one thing to be forceful in prosecuting the center tank as the initial villain, but it's another thing to ignore a previous killer of nine that left very similar evidence to this crime as in another crime.
To check the cargo door wiring as well as the fuel tank wiring is wise and prudent. To not do so is reckless in the face of compelling evidence. I direct that opinion to Dr. Loeb.
A citizen has done much research into high time Boeing 747 accidents involving hull ruptures in flight. I ask that I be allowed a meeting during which I may present evidence for consideration and discussion to government aviation safety officials.
I pose that request to Congressman Farr and Senator McCain. It is apparent the aviation officials themselves will not comply without orders from above. I need help.
To me, the following is reasonable and prudent:
1. Check known faulty Poly X wiring in cargo door areas of early 747s for chafed to bare wires.
2. Offer explanation of red paint smears, outward peeled skin, and petal bulge at aft midspan latch of forward cargo door of TWA 800.
3. Locate missing eighty percent of forward cargo door by either finding it in Orange Zone, Calverton hangar, or locating it on the bottom of the ocean.
4. Meet with citizen, as the suggestion of a Senator, to discuss and consider real evidence as discovered in research of NTSB and FAA documents regarding wiring/cargo door explanation for TWA 800.
Will you please be reasonable and prudent?
I ask that question of all.
Respectfully,
John Barry Smith
551 Country Club Drive,
Carmel Valley, CA 93924
408 659 3552
barry@corazon.com
Katherine D. Roome
Vice President and
Associate General Counsel
McGraw-Hill Companies
1221 Avenue of the Americas
New York, NY 10020-1095
Tel 212 512 4064
Fax 212 512 3907
Dear Ms. Roome, 19 June 1998
Thank you your letter of June 10, 1998 in which you thank me for my anticipated cooperation.
Well, as Carly Simon sang, anticipation is half the fun; or words to that effect.
Let me analyze your letter word by word, giving it the attention it deserves:
"I have received a significant amount of correspondence between you and Aviation Week & Space Technology..."
Yes, at my request you received it.
"Scanning an entire article from Aviation Week and making it available on your Web site to the entire world does not constitute fair use."
Who says? A lawyer representing one party? Not very conclusive is it? Let's hear from the other side. If you get to interpret the law, then so do I.
Scanning an entire article from Aviation Week and making it available on my Web site to the entire world does constitute fair use.
So, difference of opinion.
"Had you prepared an abstract summarizing the article and given credit to Aviation Week, you would have a credible argument."
A credible argument for what? For permission? For fair use?
Do you understand the whole purpose of scanning in exact article and not giving summary? I could have summarized the article but that would have missed the very point of researched and quoted articles. Often the important data is in the article but not appreciated by the summarizer. Many times I have read summaries that say one thing, but the raw data says otherwise.
I will give an example at the end of this email. It's about airplane engines so might not interest your pretty little head.
Yes, that's a goad. I suspect you may be about to write off the whole wiring/cargo door/AvWeek article on website thing as irritating and unworthy of your efforts and I wish to continue to hold your interest.
OK, I'll put it in now, but it's detailed. TWA 800 engine report is summarized:
"NTSB Docket SA 516, Exhibit 8A, Powerplants Group Chairman's Factual Report, "The disassembly of the engines did not show any indications that any of the engines had sustained any uncontainments, case ruptures, fires, or penetrations.""
And yet later the raw data reveals:
"Exhibit 8A, Page 11, paragraph 3, discussing results of engine 3 disassembly, "Of the 46 fan blades in the fan rotor, 21 blades with complete or partial airfoils and 6 root sections were recovered. All of the fan blades had sooting on the convex airfoil surfaces. Most of the full length airfoils were bent rearward and the tips outboard of the outer midspan shroud were bent forward slightly. About half of the fan blades had impact damage to the leading and trailing edges. Almost all of the impact damage to the airfoils could be matched to contact with the midspan shroud on an adjacent blade. One full length blade had four soft body impacts along the leading edge and a partial airfoil had a soft body impact, which had some streaking extending rearward.""
You see, Ms. Roome, the summarizer is wrong; he is contradicted by the raw data; there were fires, penetrations, and uncontainments. That's what research is all about. And let us hope that the 'four soft body impacts' were not four real soft bodies, but may have been since humans were ingested into number three engine in a similar accident, UAL 811.
I put the raw data on my web site. The raw data was your reporter interviewing public officials and quoting them. I quoted you. It's a chain of mental custody of the idea that an NTSB official was intrigued that the streak of TWA 800 could be the forward door popping open in flight. It's true. It was.
Well, enough of content, back to style. Key word in your position is 'entire.' What do you mean by 'entire'?
Here's how I would define 'entire' in this matter: If in my non-profit, full credit given, research oriented website I:
1. Scanned in a book by an author. Not fair use.
2. Scanned in one full month of a monthly magazine. Not fair use.
3. Scanned in a many page insert to one month of a monthly magazine that covers one subject. Not fair use.
4. Scanned in twenty articles of twenty articles written about a subject in a monthly magazine over a period of years. Not fair use.
5. Scanned in one article (graphics as well) totalling one full size page of one month issue of 100 pages which is also one article of twenty about one subject, TWA 800, and excised all advertising. Fair use.
Yes, using one percent of an issue's pages, giving credit, not making any money, and it's for research presentation to public at large is fair use. That's my position. Let me repeat yours:
"However, transmitting the article exactly as it originally was published, (with the graphics as well) does not constitute fair use."
Yes, it does.
I contend the article in question was an excerpt from a series on TWA 800 in AvWeek published over a long period of time.
So, no profit, credit given, research, and now excerpt. It's all there for fair use.
But why the problem? Why would you want me to not quote you exactly? It seems to me summaries are the dangerous quotes, exact ones are the safest. You encourage inaccuracy by recommending summaries instead of exact scans.
Messengers, messages, and media.
We are the two messengers: I'm a retired military officer in a converted garage with a phone line and a computer. You are a ....you are a .....Katherine D. Roome
Vice President and
Associate General Counsel
McGraw-Hill Companies. I assume a nice corner office, view, satisfactory salary and qualified staff. I wish I had the same. Vice President implies a President. Vice President of what? McGraw-Hill? How many Vice-Presidents? Associate? How many associates? I don't see 'lawyer' or 'attorney' or 'solicitor' there, just 'counsel.' So the three descriptions given of you do not tell me much. If the word 'judge' were there, then the article would of course come off my website.
We have two messages. You say my style of exact instead of summary is wrong and must change. I say your content is right and should be followed up. How I present my content is really second to the truth of the content. Your content in the article is correct. It is very important. Your reporter did a good job. AvWeek did a good job. Follow it up. Style of summary or entire article is secondary to accuracy of content. Your content is accurate.
We use two media: Yours is letter in envelope carried to me. Mine is email sent electronically.
If you are going to talk style to me, Ms. Roome, then let's talk style. McGraw-Hill, Ms. Warnock, came to me out of the blue telling me what to do in my website and called me law violator. I am now defending myself by going on offense.
Your style is out of time. It's behind the times. It's unhip. You are not hep to what's hot. Just as talking jive slang of forty years ago is behind the times, using a letter, a phone and a fax is also behind the times.
On your letterhead you list a phone and fax and address. That's fine for 1990, take away the fax and it's fine for 1980, take away the phone and it's fine for 1910, take away the last four digits of the zip and it's fine for 1985, take away the entire zip and it's fine for 1970, take away entire address and it's fine for 1670.
But what you don't have on the letterhead shows your style is not fine for June 19th, 1998. Your letter is dated June 10th, it was postmarked June 12th, and I received it in my mail box on June 16th. Six days from your mind to my mind. Ha! Pony Express was faster.
As a pilot I know the value of accurate, fast communications. It's vital when flying, as in success or failure. Email and websites have been around for years. You have no email address nor web site URL on your letterhead. Are you not aware of the telecommunications revolution going on around you?
Do you not read Aviation Week's daily briefing on your web site every morning, as I do? <http://awgnet.com/awgnews.htm> A lot of time and money has been put into your website and to ignore its existence is an insult to those employees.
So for you to tell me what is right and what's wrong to put on my website carries little weight. You're telling me how to run a website and you know little about it. Get hip, girl. There has to be something in Elle about the internet.
Yes, yes, that's provocation to keep boredom at bay.
Let's continue:
"There is little to be gained in a prolonged dispute regarding this matter."
I reply: There is much to be gained in a prolonged dispute regarding this matter. For you and me. Aviation Week helps to confirm the cause of an airplane crash I have discovered which is being considered by NTSB. When cause is confirmed, it can be fixed so that the cause does not repeat. Lives are saved. Aviation travel is better.
"For the future, if you would like to bring attention to articles published in Aviation Week, please do so by distributing an abstract summary of the article."
Advice noted. Thanks for saying 'please.'
"We thank you for your anticipated cooperation."
Hmm.....fruitless anticipation, unrequited cooperation; your article stays posted on my web site. And I'm adding your letter and my response too. The matter gets larger, not smaller. It's not going away.
Shall I be David to your Goliath? The flea to your dog? The bat in your hair? The thorn in your paw?
<http://www.corazon.com/800avweekintrigue.html> is the URL to confirm my position. URL stands for Uniform Resource Locator and is the address of a page on a site on the web. HTTP is Hyper Text Transfer Protocol and is the standard by which one computer recognizes another computer. WWW is world wide web. Web is different than Email and different from FTP (File Transfer Protocol), IRC (Internet Relay Chat), and newsgroups. Corazon is the name of a domain which includes all pages under the name corazon, which is the name of my wife. Dot com is the type of domain, in this case commercial as different from .org or .net or .gov. My site could be commercial and profitable but isn't. Dot html is hypertext markup language which is the standard by which each computer can read each other's pages. <800avweekintrigue> is the name of the page in which I have put: 1. All McGraw-Hill correspondence which was scanned in and given credit.
2. My responses.
3. The disputed for style but not content 10 March 1997 article.
There you have it, Ms. Roome, internet in one short lesson; very basic and very important. To get to the disputed article just put in <http://www.corazon.com/800avweekintrigue.html> without the brackets, into the 'open location' menu selection of your browser, or just put in 'corazon' and you will go to my home page.
<http://awgnet.com/awgnews.htm> is the URL of your website of one of your magazines.
'awgnet' is the name of your commercial domain. 'awgnews.htm' is the page that gives me and the rest of the world for free several headlines and short synopsis with link to a larger story the reading of which requires a password which I don't have. Here's an example of what you give away for free, Ms. Room:
"Today's Aviation News
Thursday, June 18, 1998
* Pilots Form Own Alliance
* Auto Makers Tap Pro Air
* PAL Lays Off 5,000
* Raytheon Hires AlliedSignal's Burnham
* Recce Satellite Declassified
* Chinese Gain With Launches
* Russia Orbits Six Birds
* USAF Rules On F-16 Collision
------------------------------------------------------------------------
Raytheon Hires AlliedSignal's Burnham
Daniel P. Burnham will leave his position as a vice chairman of AlliedSignal Inc. to become president and chief operating officer of Raytheon Co. on July 1, the companies announced yesterday. Burnham will succeed Dennis J. Picard as chairman and chief executive officer of Raytheon on Dec. 1. Picard, 65, has previously announced his intent to retire. Frederic M. Poses, 55, will become president and COO of AlliedSignal. He will oversee all the aerospace businesses, as well as Electronic Materials, Truck Brake Systems, Business Services, International and the company's growth and productivity initiatives. -Aerospace Daily
Copyright 1998 The McGraw-Hill Companies, Inc.
------------------------------------------------------------------------
USAF Rules On F-16 Collision
Air Force Air Combat Command determined that two F-16s belonging to the 421st Fighter Squadron collided Jan. 7 because the two pilots failed to use proper "see and avoid" techniques to ensure a clear flight path while entering and leaving an engagement. The two F-l6s collided while performing in a six-aircraft tactical intercept training mission over the Utah Test and Training Range. The accident happened during the fourth intercept pass when the leader of the attacking flight collided with the trailing wingman in the aggressor formation. -Aero Safety & Maintenance
Copyright 1998 The McGraw-Hill Companies, Inc."
------------------------------------------------------------------
AvWeek has an excellent web site. Here is something else from your site:
"Jobs
Issue of:
June 15, 1998
June 8, 1998
June 1, 1998
Home Welcome to Aviation Week & Space Technology Jobs Page on the web. The weekly recruitment ads are kept up for three weeks, allowing access to those who can not get a copy of the issue or who wish to be more discreet in their job search. The ads are updated/cycled weekly. Click on the issue date on the left side to access the desired issue.
To respond to a Box ad (include Box #) send to: Aviation Week & Space
Technology; Classified Dept.; 1221 Avenue of The Americas, 42nd Floor, New York, N.Y. 10020.
Aviation Week & Space Technology
Classified
June 15, 1998
Positions Available
---------------------------------------------------------------
EXPECT GREAT AND GET IT
In engineering terms, the definition of a great job is universal: Great projects. Great people. The latest technology. In fact, the place to go to get that great job is universal, too. Raytheon Systems Company. Around the globe, if there's an industry that needs world-class engineering and state-of-the-art technology, we're in it. From aircraft and infrastructure to supercomputers and wireless communications. Call us today or visit us on the Web and find your next great job. Then go out and get it.
SOFTWARE ENGINEERING
Code SEL
The Software Engineering Laboratory has opportunities available for individuals with experience in the development, design, and code of integrated software packages. Qualified candidates will work on various applications such as radar systems, air traffic control, wide area surveillance, transportation systems, missile systems, and satellite communications."
Well, Ms. Roome, let me see, what does Raytheon want? "...individuals with experience in the development, design, and code of integrated software packages"
Hmmm....not me.
But, it's a job offer for a software guy from Raytheon to anybody who reads the job offer column of Aviation Week Online. And note classified ad from Raytheon supplements article about Raytheon in Daily News. Note Daily News has safety related article about F-16s crashing into each other. TWA 800 crash cause is a relevant subject for AvWeek to investigate.
How about if I search your archives and see if the article in dispute is on your web site for the world to see for free.
Voila! Up popped the below after a search string of 'Meyer Streak 10 March 1997':
"ANG PILOT: TWA JET HIT BY OBJECT
DAVID A. FULGHUM/WASHINGTON
Two New York Air National Guard pilots, with the best view of the crash of TWA Flight 800 last July, are disagreeing about what they saw immediately before destruction of the Boeing 747-131 jetliner.
One believes the airliner was struck by a fast-moving object coming from the east, while the other saw only a fiery trail from the west.
However, both believe a violent explosion ripped the aircraft apart, propelling some of its passengers high enough that they did not hit the water's surface until 3-4 min. after the initial explosion.
Maj. Frederick C. Meyer, pilot of an HH-60 helicopter from the ANG's 106th Rescue Wing, has just been freed from an FBI gag order preventing him from giving interviews about the 1996 disaster off Long Island, N.Y. The copilot, Capt. Christian Baur, remains under FBI restrictions not to speak about the accident. But two officials familiar with his testimony told Aviation Week & Space Technology in detail what he told investigators.
In the days immediately after the accident, before being ordered not to speak, Meyer discussed his initial impressions with news media (AW&ST July 29, 1996, p. 32). Last week, he chose Aviation Week as the first news organization to hear a detailed account of his recollections and his testimony to federal investigators.
Meyer and Baur were in one of the wing's two aircraft operating north of the crash site. The helicopter was operating over Long Island about 12 mi. north of the TWA crash site. Baur, the copilot, was at the controls practicing instrument approaches. The crew was awaiting darkness so they could begin training with night vision goggles.
The key point on which the two pilots disagree is whether a streak of light appeared from the opposite direction of the flight of TWA 800 (which was flying from west to east after takeoff from Kennedy Airport), a possible indication of an intercepting missile or some other object.
Meyer's attention was first called to the area of the sky where the accident occurred "by a streak of light moving from my right (west) to my left (east)," the same direction as the TWA flight, he said.
Baur's account differs on this point. According to the two officials who have heard both pilots' accounts, Baur, on the left side of the cockpit, saw a streak moving from left to right toward the approaching TWA aircraft before the initial explosion.
"Almost due south [of the helicopter], there was a hard white light, like burning pyrotechnics, in level flight," Baur told investigators from the National Transportation Safety Board, FBI and a Federal anti-terrorist task force. "I was trying to figure out what it was. It was the wrong color for flares. It struck an object coming from the right and made it explode."
Baur's first impression was that there had been a midair collision, possibly between two light aircraft that tow banners along the beach.
"They had witnessed these aircraft come very close to each other at that time of day, and that's what they assumed," the second official said.
NTSB investigators have suggested unofficially that the streaks the pilots saw could have been light reflections from the skin of the aircraft, tongues of flame from the airliner or the forward door of the aircraft popping open, a possibility that still intrigues investigators, the second official said.
Meyer could not actually see the aircraft, but only the streak, and he admits that Baur, a younger man, has better eyesight. Moreover, Meyer adds, "Whatever Chris saw on the left side I didn't see because he blocked my view." Baur disputes this, saying that the explosions and crash were virtually dead ahead of the aircraft.
The helicopter was executing a missed approach and was about halfway down Runway 24 at the Francis S. Gabreski International Airport at Westhampton Beach, N.Y. It had started a climbing left turn to the south when the accident occurred. The Sun had not yet set and the sky was still bright.
According to Meyer, the streak was about 15-20 deg. above his line of sight and perhaps 15 deg. left of the aircraft's centerline.
"I don't know if it was a missile that struck the airliner," Meyer said. "Nothing at that moment said 'missile' to me. I spent a number of years in Vietnam and had seen missiles fired, some of them at me. But, that was 25-year-old missile technology, which left smoke trails. I understand today that they are made with smokeless rocket fuel and don't leave trails. What I saw was a streak of light, not a smoke trail."
The streak of light that Meyer saw made a very shallow, gradually descending arc. He points out that he never saw the actual airframe of the TWA 747 within the streak or subsequent explosions or smoke trails. It was virtually identical to the trajectory of a meteor, with only a slight curve. But unlike a meteor, the streak was red-orange in color, he said.
Meyer observed the descending streak for 3-5 sec. Then there was what Meyer describes as a hard, very sudden, yellowish-white explosion that looked identical to the detonation of an antiaircraft shell. He did not suggest an antiaircraft weapon was fired at TWA Flight 800, however.
"It left a cloud of smoke just like a flak explosion does," Meyer said. "One to two seconds later, there was a second, hard explosion almost pure white in color. The position of that explosion appeared to be slightly below and behind where one would have anticipated the streak of light to have gone. The trajectory at that point appeared to be slightly bent down and slowed."
A new detail in Meyer's story was that almost immediately there was a third explosion and fireball. Meyer doesn't remember if there was an explosion and fireball or if the third explosion turned into the fireball.
"That was a soft explosion unlike the first two," Meyer said. "It began as a tiny point and it grew very rapidly into a huge fireball four times the diameter of the Sun. I was dumbstruck."
Baur also saw three explosions. But he contends that they started from left (east) and went to right (west). He said the explosions created a "huge waterfall of flame that cascaded down," the first official said. "The column of flame was being whipped around violently. First it was tumbling, and then it refined itself into a spiral. The explosions were all before the cascade of flame began."
In the helicopter, Baur spoke first, asking if it was pyrotechnics. ANG operations that night were to have included flares dropped by a HC-130 transport aircraft. The crew then called the Gabreski tower.
"We said we'd observed a fireball south of the field and we would like clearance to the beach to investigate," Meyer said. Baur actually made the call and reported a possible midair collision, the second official involved in the investigation said.
The crash time has been variously reported as being from 8:31 to 8:45 p.m., Meyer said. He believes the earlier time is more likely to be correct although he can't be sure.
Baur continued to fly the helicopter during the search while Meyer functioned as copilot and primary communicator. As they approached the crash site, after about 4 min. of flight, debris was still falling so they slowed to avoid being hit.
"As they got closer, within two or three miles, Baur could see the aircraft body, not tumbling, but in a vortex almost like inside a tornado," the second official said.
Meyer made another revelation that was the result of long reflection after the accident.
"I was looking ahead . . . as we approached the crash site," Meyer said. "I saw some debris at 1,200-1,300 ft. falling at terminal velocity and fuselage fragments tumbling at 40-50 mi. per hour. The things falling at high speed were bodies still strapped in their seats. That is logically inconsistent if they came from the same explosion at the same time. On reflection, I have concluded that the bodies must have been blown upward before they came down. That indicates a violent explosion."
On this point, the two pilots' accounts agree, the officials said.
"Debris was falling like snow," according to Baur's testimony. "Among the particulate there was metal and paper, some of it glowing. Through all of that, things would come racing through -- two or three high-speed objects like sacks of potatoes. I believed them to be bodies that had been blown upward."
The pilots' opinion differ from the conclusion of inspectors that all the passengers were in the fuselage when it ripped apart from aerodynamic forces.
In an attempt to debunk the most egregious coverup and conspiracy theories, Meyer and other ANG officials remain adamant that their unit was not part of any larger, undisclosed, multiservice operation. Operations the night of the crash were standard training flights to maintain currency with night vision goggles, rescue operations and in-air refueling.
The HH-60 flight was to be of about two hours' duration and would not extend more than 2 mi. off the Long Island southern coast. The HC-130 would drop flares, rafts and a para-rescueman and later refuel the helicopter in a communications-out, lights-out operation.
"No other people of other services were on the base at the time," Meyer said. Nor were there indications of the operations of drone aircraft, another theory that has surfaced as the possible cause of the crash. "No, there would have been some kind of notice." - AW&ST 3/10/97"
Hello again, Ms. Roome. Yes, that matches the scanned article in dispute on my web site. My picture of your article has the additional words, "Witnesses believe and explosion ripped apart Flight 800 over Long Island, but deny involvement in a cover-up," and graphics as well.
So there is a difference between the electronic version of the 10 March 1997 article in the Aviation Week website archives for free and the electronic scanned in version of the 10 March 1997 article on my website at www.corazon.com for free. I have the more accurate one. I have complete text and the graphics too.
I'm forsaking snail mail, 32 cents, and a week's wait for exchange for accurate, fast, and cheap communications: email. This reply is going to be sent email to Ms. Monica Warnock, via Ms. Mary Frances Koerner to you. I know the links work because that's how you received your 'significant correspondence'. I know it's fast because Ms. Warnock and I exchanged several emails in one day. I know its accurate because important passages are cut and pasted exactly as stated.
The bottom of your letter takes me back in time to typewriters and carbon paper...KDR/lah means KDR was the author, that's you, lah is the secretary, note lower case. CC is copy to Mary Frances Koerner.
This is what a modern email look like:
"To: monica_warnock@mcgraw-hill.com
From: John Barry Smith <barry@corazon.com>
Subject: Posted article on website.
Cc:
Bcc:
X-Attachments:
Dear Ms. Warnock, One minute after midnight, 1 June 1998.
Please inform Ms. Koerner and other executives as you deem appropriate that the deed is done. The 10 March 1997 AV Week article is back up on www.corazon.com at http://www.corazon.com/800avweekintrigue.html"
Hello hello again, Ms. Roome, 'no dice' is my reply to your request to do abstracts and not entire articles.
Now it's my turn:
Dear Ms. Roome, the cause of an airplane crash, TWA 800, has been discovered by me. The cause is water to bare wire shorts on door motor to unlatch position to rupture at aft midspan latch of forward cargo door to explosive decompression to nose off to falling disintegration to fireball to water impact. The wiring/cargo door cause can still happen again until fixed. To get it fixed the manufacturer has to be persuaded and told to do it. FAA is the agency that will tell Boeing to fix the wiring and the cargo door. NTSB is the agency to recommend to FAA to tell Boeing to fix the wiring/cargo door. NTSB does not believe that the streak that was seen during the TWA 800 accident was the forward door popping open. It was and it did.
Your most excellent reporter, Mr. Fulghum, was able to elicit from an NTSB official that the streak may have been the forward door popping open inflight. The NTSB official is right. Your reporter was right to write it up. Your editors were right to include it in the story. Your publisher was right to print it up by the thousands. And I was right to quote it in its entirety by publishing it on my nonprofit, credit given research oriented website.
The legal case is infinitely more complex than at first glance. It can set precedents. Information about aircraft is what it's all about. I'm using yours that you went to great effort and expense to obtain. I understand that. I also understand that in the public's interest sometimes copying for free is justified: Fair use. Do you think I unfairly used your 10 Mar 97 article? If so, then continue to fight.
Can you win? No, you can't win. Give up. Write me a polite note of apology and gracious permission to continue to post the very accurate, very complete 10 March 1997 article by David A. Fulghum on my 1200 page website about TWA 800. That's a story in itself. Do a story on internet copyright and Aviation Week. You don't have to apologize to me for calling me an outlaw in the first email from Ms. Warnock.
What are the terms for cut and pasting from your AvWeek website to my website? Let me quote from site:
"All use of The McGraw-Hill Companies' World Wide Web pages is subject to the terms and conditions set forth below. Any use of such Web pages constitutes the user's agreement to abide by the following terms and conditions.
All information provided by The McGraw-Hill Companies and its affiliates is owned by or licensed to The McGraw-Hill Companies and its affiliates (the "McGraw-Hill Information"). The McGraw-Hill Companies and its licensors retain all proprietary rights to the McGraw-Hill Information. The McGraw-Hill Companies has the right to use all material entered into these Web pages (other than third-party material transmitted through private electronic mail) in any of The McGraw-Hill Companies' print or electronic publications. Except for making one hard copy print of limited portions of the McGraw-Hill Information on an ad hoc basis, or downloading as expressly authorized by The McGraw-Hill Companies, McGraw-Hill Information may not be reproduced, transmitted or distributed without The McGraw-Hill Companies' permission.
The McGraw-Hill Companies makes no guarantees or warranties as to the accuracy or completeness of or results to be obtained from accessing and using the McGraw-Hill Information. Neither The McGraw-Hill Companies nor its affiliates shall be liable to any user or anyone else for any inaccuracy, error or omission, regardless of cause, in The McGraw-Hill Information or for any damages resulting therefrom.
Users entering materials on any of these Web pages are responsible for the content of that material. The McGraw-Hill Companies has no responsibility for the content of any messages or information posted by users, or for the content of information of third-parties on the Internet, even if accessed through The McGraw-Hill Companies' pages. However, The McGraw-Hill Companies retains the right, which it may or may not exercise, in its sole discretion, to review, edit or delete from the service any third-party material which The McGraw-Hill Companies deems to be illegal, offensive or otherwise inappropriate.
Users may through hypertext or other computer "links" gain access to other sites on the Internet which are not part of The McGraw-Hill Companies' Web pages. The McGraw-Hill Companies assumes no responsibility for any material outside of the McGraw-Hill Companies Web pages which may be accessed through any such "link."
The user agrees to indemnify The McGraw-Hill Companies from any damages, losses, costs or expenses which The McGraw-Hill Companies, its affiliates, their respective employees and authorized representatives may incur as a result of material entered into these Web pages by the user."
What does that mean? It would take a lawyer to understand all that. I think it means, "It's not our fault." One hard copy? Or limited portions on an 'ad hoc' basis? I love it when you speak Latin to me. I have not entered any material to your web site so I guess most of the above does not apply to me.
Before McGraw-Hill got its telecommunications/publishing act together, I used to go down to the library, find the issue, pay the copy machine 25 cents a page, bring copies home, cut out advertising, scan in pages of text and pictures, (text and graphics are the same to the scanner), compress the large scanned image, put image into page, link page to others, upload page to web server, and check results.
I did all that because it is very, very important. It's a matter of life and death. But I guess all the guys tell you that.
Yes, yes, yes, sexist, so what? It's funny and informal, just what email is all about. It's a new level of communication. It has the power of the written word but the emotion of the spoken. It has the depth of a book but the shallowness of a newspaper.
This dispute is important because I have been following forward cargo doors on high time Boeing 747s for nine years. I know about them and what they do. They kill people. They have in the past with UAL 811, they did with TWA 800, and they will again.
The cargo door is actually an innocent bystander who was caught in the crossfire of the wiring short that told the door to open inflight.
And AvWeek agreed to the extent of interviewing an NTSB official who agreed to the extent of saying he was intrigued by the possibility of the forward door popping open in flight for TWA 800. We both want that information into the public domain and we both did it. Yours in print in 1997 and both of us on web in 1997.
My goal is to prevent death by preventing plane crashes by preventing forward cargo doors from opening in flight on high time Boeing 747s which allows explosive decompression to occur leading to nose being torn off and total destruction.
My drive comes from being a survivor of a sudden, night, fiery, fatal jet airplane crash.
Let AvWeek followup on the content of the article in dispute. Please recommend to the editors to direct a reporter, Mr. McKenna or Mr. Fulghum, to interview me or ask that the reporter peruse my web site at www.corazon.com.
The wiring/cargo door explanation for TWA 800 has interest in high places; text of letters from Congressman Farr and Senator McCain are attached.
In summary, Ms. Roome, the disputed AvWeek article stays on website. I contend it's fair use. I urge you to put content first and request editors to check out wiring/cargo door explanation for TWA 800.
Whatever you do, please don't drop the issue. All aspects are important from website copyright infringement to NTSB opinions about streaks and doors.
I've attached some technical stuff about red paint marks on the carcass of TWA 800 that would be of interest to an aviation reporter who knows about aircraft accident investigations.
I've attached an excerpt from Flying Magazine from July 1992 that shows I was onto this cargo door cause for high time 747s four years before TWA 800.
The issues are internet and airplane crashes, both of which I am intimately familiar with, feel strongly about, and wish to resolve any small differences with authority.
We are on the same larger side, Ms. Roome, proper compensation for a job well done, accurate fast cheap transmission of information, and aviation safety. Let us continue this most interesting dialogue, Ms. Roome.
Please pursue me, this scofflaw, this insolent fool, this sincere guy under all the gruff. McGraw-Hill standards of publishing and the rules thereof shall be upheld!
McGraw-Hill came to me first. I welcome your reply.
Sincerely,
John Barry Smith
551 Country Club Drive
Carmel Valley, CA 93924
408 659 3552
barry@corazon.com
www.corazon.com
Citizen: USA
Major: US Army Retired
Pilot: Commercial, instrument rated, FAA Part 135 certificate.
Navigator: RA5C Vigilante
Owner: Mooney M20C
Survivor: Sudden night fiery fatal jet plane crash.
Attachments:
Text of 1 May 98 letter from Congressman Farr:
"Dear Mr. Smith:
Thank you for contacting me recently regarding your ongoing interest in the forward cargo door of TWA flight 800. I appreciated hearing from you.
I am, of course, glad to help, and am therefore in touch with the appropriate government agency on your behalf. I will write to you again as soon as a response is available, but please let me know if there is anything further that I can do for you in the interim.
Sincerely,
Sam Farr
Member of Congress
Text of 12/19/96 email from Senator McCain:
Dear Mr. Smith,
Thank you again for contacting me with your concerns regarding the potential hazards involving Boeing 747s.
As you know, I have passed the information you sent to Chris Paul and he has informed me of your findings. I have since forwarded the material you sent to the Commerce, Science and Transportation Committee for their review.
Again, thank you for contacting me. I am always glad to have the opportunity to be of assistance.
Sincerely,
John McCain
U.S. Senator
JM/jes
NTSB Docket SA 516, Exhibit 8A, Powerplants Group Chairman's Factual Report,
Page 2, paragraph 2, "After the engines were recovered, they were transported to the former Grumman facility at Calverton, New York, for disassembly. The disassembly of the engines commenced on August 12, 1996, in the presence of the Powerplants Group. The disassembly was completed on August 16, 1996."
Analysis by JBS>
1. Wrong to send to empty hangar, right to send to engine teardown facility. Wrong thing done in haste to examine engines at Calverton.
2. Five days for four engines? One day and a bit per engine is incredibly fast to disassemble one of the most complex and precise machines on the planet. It's not a bicycle. A forensic powerplant teardown is likely to require several man hundred hours per engine with several thousand hours of metallographic back up work. Additionally many specialized tools are required to do this. There should be many thousands of feet of tape or pictures. Haste is evident in a one day teardown per engine in an empty hangar with only one engine specialist present.
Page 2, paragraph 3, "The disassembly of the engines consisted of removing the cowling, external components, fan, and low pressure compressor (LPC) to expose the high pressure compressor (HPC), diffuser, combustor, high pressure turbine (HPT), low pressure turbine (LPT), and turbine exhaust cases. Engine No. 3 was disassembled further to remove and partially disassemble the HPC. The disassembly of the engines did not show any indications that any of the engines had sustained any uncontainments, case ruptures, fires, or penetrations."
Analysis by JBS>Why was only engine 3 disassembled further? What evidence was seen in No. 3 to warrant further investigation? Why were not the other three engines disassembled further? The four most important jet engines in an airplane crash in history were not given comprehensive teardowns. The conclusion statement of no uncontainments is contradicted by other exhibit which states 'stator blade' was found in right horizontal stabilizer. The conclusion statement of no fires in any engines is contradicted later in this same report with raw data indicating sooting in engine number 3. The conclusion statement of no penetrations of any engine is contradicted by raw data in this report indicating soft body impacts on blades. The conclusion statement of everything normal in the engines is contradicted by photograph of TWA 800 engine retrieval showing forward stator stage missing and irregular FDR EPR readings.
Pages 16 through 22 discuss fuel samples which are mainly irrelevant in a discussion about engines and teardown results. 33% of engine report is not about engines but about favored NTSB explanation of center tank fuel explosion as initial event.
Exhibit 8A, Page 11, paragraph 3, discussing results of engine 3 disassembly, "Of the 46 fan blades in the fan rotor, 21 blades with complete or partial airfoils and 6 root sections were recovered. All of the fan blades had sooting on the convex airfoil surfaces. Most of the full length airfoils were bent rearward and the tips outboard of the outer midspan shroud were bent forward slightly. About half of the fan blades had impact damage to the leading and trailing edges. Almost all of the impact damage to the airfoils could be matched to contact with the midspan shroud on an adjacent blade. One full length blade had four soft body impacts along the leading edge and a partial airfoil had a soft body impact, which had some streaking extending rearward."
Analysis by JBS>Less than half of complete fan blades in the fan rotor were recovered, not the 95% recovered figure given by Chairman Hall about TWA 800 recovered wreckage. Only 58% of the fan blades were recovered so it is very possible 'stator blade' found in right horizontal stabilizer was from engine number three directly in front. "Almost all' of the 'impact damage,' was explained which implies some wasn't. All had soot. Soot means fire. Only engine number three had any sooting inside engine. One full blade and one partial blade had 'soft body impacts'. There is nothing normally soft inside a jet engine. Soft body impact means foreign object damage. FOD may mean fire. Fire means soot. Missing blades in engine and one found directly aft in right horizontal stabilizer means uncontainment. Uncontainment means engine not intact at water impact but inflight.
Docket No. SA-516, Exhibit No. 7A, Structures Group Report, page 33: "5.1 Horizontal Stabilizer, "Some of the items found in the horizontal stabilizer are sections of seat track, a stator blade from turbine section, and glitter." On 5.1.1 Right Horizontal Stabilizer, page 34, "An engine stator blade from turbine section penetrated the upper honeycomb surface near the outboard trailing edge.
Analysis above on raw data gives conclusions engine number three alone had foreign object damage in flight, had fire, and had partial disintegration. Engine 3 was the only engine to give such evidence. Engine number three is next to forward cargo hold, an area known to give FOD to engine 3 when cargo door inadvertently opens in flight. A fodded and on fire engine number three could provide the mystery ignition source for the center tank fire/explosion/fireball.
Docket No. SA-516, Exhibit No. 7A, Structures Group Report, page 34, A section of the structure outboard of H7 exhibited evidence of red paint transfer marks on the upper skin (H8); only the remnants of the shattered logo light window remain in the window frame.
The above details a red paint transfer mark on the right horizontal tail surface of TWA 800 directly aft of the red painted trim in cargo door area. This area shows missing red paint clearly in NTSB photo displayed at URL <http://www.corazon.com/redpaintsmearssoloprint.html>
The NTSB photographs are clear in color and detail. The TWA 800 reconstruction photograph shows abnormal green, white and red paint on the right side forward of the wing.
Normal TWA red trim paint scheme is seen at<http://www.corazon.com/twapaintpixweb.html> Only above the forward cargo door of the reconstructed fuselage of TWA 800 is seen the abnormal red paint smears.
The sequence is thus: bare aluminum skin is cleaned, primed, base coat of white applied, then red trim on top of white, then decals. This sequence is basic painting for Boeing 747s and confirmed by aviation professionals.
It is not red paint trim on primer with overspray, mask off, then paint white base coat around the trim.
The red trim is always on top of white base coat and means that the many, red, and large red paint smears between the passenger windows are red paint transfer marks. The red paint marks are not red paint exposed when white above is worn away, it is always red on top of white, not underneath.
This is further proven by skin which has red paint missing and thus exposing white undercoat. This is seen at URL <http://www.corazon.com/TWA800hullrupture.html> The white is always underneath the red. The green is always underneath the white.
Additionally, the added red paint between the windows is next to the missing red paint in the trim above the cargo door. Red paint went from one area to another.
The many red and large red paint transfer marks above the forward cargo door of TWA 800 indicate the cargo door opened in flight. The precedent of cargo door paint transfer marks was set by UAL 811 as described in NTSB AAR 92/02, page 41.
The red paint transfer marks indicate the red door below ruptured/opened in flight and slammed into the white paint above, removing the red trim paint and transferring it on top of the white paint. This is clearly seen between the passenger windows.
The red paint evidence coupled with the outward peeled skin on the side, and in the door area, and in the belly proves an explosive event occurred inflight in the cargo door area.
The downward crushed main floor beams confirm the explosive event. Docket No. SA-516, Exhibit No. 18A, Sequencing Study, page 20, "Downward separation directions were noted at STA 900, 880, 840, 820, 800, and 780..." and ""The initial opening of the fuselage lower lobe (e.g. LF6A) would have the expected result of rapid depressurization accompanied by collapse of the main deck floor for some distance forward of STA 1000. The red area recovery of interior components as far forward as STA 600 would not be inconsistent with this floor collapse and associated structural breakup."
The petal shaped outward bulge at the aft midspan latch of the forward cargo door pinpoints the location of the initial rupture of the hull of TWA 800 as seen at URL <http://www.corazon.com/petalbulge.html> The aft latch is missing, the door frame is curved outward, and surrounding skin is shaped circular.
The analysis of red paint markings and structural deformation indicating an outward explosion was briefly held by FAA Branch Manager Neil Schalekamp of Northwest Region in a letter to me on 30 Jan 1998. "The paint markings and structural deformation that you cite, do indicate an outward explosion, generally accepted to be caused by the explosion of the CWT."
The cause of the outward cargo door explosion being the center tank is refuted by the lack of soot on the few recovered forward cargo door pieces and other right side fuselage pieces.
Exhibit 20A page 129. Fire and Explosion Group Factual Report.
"RF2 C-004 No sooting No sooting
RF3A-H These pieces are part of the
forward main cargo door.
Some have grimy corrosion
inhibiting compound (CIC), but
there is no apparent sooting.
These pieces are part of the
forward main cargo door.
Some have grimy corrosion
inhibiting compound (CIC), but
there is no apparent sooting.
RF4 B-103 No sooting No sooting
RF5 A-071 No sooting No sooting
RF6A B-2004 No sooting No sooting
RF6B B-240 No sooting No sooting
RF6C B-318 No sooting No sooting
RF7 A-033 No sooting No sooting
RF8A No sooting No sooting
RF8B B-256 No sooting No sooting
RF8C B-263 No sooting No sooting
RF8D B-068 No sooting No sooting
RF8E B-268 No sooting No sooting
RF8F B-248 No sooting No sooting
RF9A C-117 No sooting No sooting
RF9B C-117 No sooting No sooting
RF9C C-259 No sooting No sooting"
NTSB investigators also are intrigued by the aircraft forward door popping open in flight, an explanation supported by red paint smears, outward peeled skin, downward floor beams, and petal shaped bulge at aft midspan latch. "NTSB investigators have suggested unofficially that the streaks the pilots saw could have been light reflections from the skin of the aircraft, tongues of flame from the airliner or the forward door of the aircraft popping open, a possibility that still intrigues investigators, the second official said." AW&ST 3/10/97
Basic NTSB generated evidence for TWA 800 in photos, text, sooting diagrams, tables, and drawings, a NTSB produced report AAR 92/02, and visual interpretations of NTSB photograph at
<http://www.corazon.com/redpaintsmearssoloprint.html> and on NTSB CD-ROM proves that the forward cargo door of TWA 800 opened in flight.
The evidence above proves the the cargo door was not all latched, all locked, and all intact at water impact, as previously believed based upon examination of only eight of the ten cargo door latches. Docket Number SA-516, Exhibit No. 15C, Report Number 97-82, Section 41/42 Joint, Forward Cargo Door, "Examination of the lower lobe forward cargo door showed that all eight of the door latching cams remain attached (along with pieces of the door itself) to the pins along the lower door sill."
The cause of the door opening in flight is probably the same as UAL 811, as described in AAR 92/02; chafed wiring shorting on door unlatch motor based upon NTSB evidence for TWA 800 in Docket Exhibit 9A page 116: "Some wires found in the section of W480 from forward of station 570 and identified as BMS13-42A had numerous cracks in the insulation. Most of the cracks in this bundle were found to expose the core conductor when examined by microscope. Only within five feet of the aft end of the W480 bundle from station 570-900 were insulation cracks found."
NTSB agrees that a new explanation for the destruction sequence is possible based on new interpretations of the evidence such as shown by the red paint smears. Docket No. SA-516, Exhibit No. 18A, Sequencing Report, page 30: "It is therefore possible that new scenarios (sequences) may emerge as new information is acquired whether it be from newly identified parts, or simply a new interpretation of current information."
The wiring/cargo door explanation for TWA 800 must be thoroughly investigated to rule in or rule out the reasonable conclusions reached by the careful analysis of red paint smears, outward peeled skin, downward floor beams, petal shaped bulge at aft midspan latch, and cracked to bare conductor wires discovered in TWA 800 by NTSB.
The wreckage of TWA 800 is the victim at autopsy. It is the victim saying look at me, I exploded in flight, right there at the aft midspan latch. Just like I did before in 1989 with UAL 811 and left paint smears, outward peeled skin, aft midspan latch rupture, sudden loud sound on the CVR and power cut to the FDR. Don't ignore me; don't deny me; do something about me.
Facts presented by NTSB about TWA 800 in exhibits, photographs, text, drawings, and testimony:
1. right horizontal stab has red paint smear
2. stator blade in right horizontal stab behind engine number 3
3. inward crush top of cargo door
4. top of cargo door attached to hinge
5. petal shape of rupture area around aft midspan latch
6. missing pieces of forward cargo door include locking handle, latching pins, overpressure relief doors, midspan latches
7. rectangle visible of explosive decompression zone of outward peeled skin on right side forward of the wing on right side
8. downward movement of floor beams near cargo door
9. hoop stresses found
10. CVR sudden loud sound
11. FDR abrupt power cut
12. missing turbine blades in engine number 3.
13. soft body impacts on blades in engine number 3.
14. outward peeled skin near top of nose, under belly, and in cargo door area.
15. red paint smears above cargo door on white paint
16. soot on most blades of engine 3.
17. starboard side more damaged than port side
18. intact R2 door near shattered cargo door.
19. poly x is known to be susceptible to chafing and present
20. section 41 is known to be weak
21. history of cargo door openings in past in various airliners
22. EPR problems on aircraft before or during fatal flight.
23. fires in forward cargo hold in the past on Boeing 747s.
24. vertical tears in fuselage skin forward of the wing on the right side
25. singe marks on right side of fuselage show burnt skin, then abruptly at tear line there are no singe marks
26. red paint rubbed off revealing white paint underneath on skin above cargo door area
27. first pieces off plane came from forward cargo hold just forward of the wing
28. at least nine missing never recovered bodies, just fragments
29. initially thought to be a bomb
30. wreckage debris shows cargo door shattered in many pieces
31. aft portion of forward door which includes aft midspan latch and locking handle missing from recovery effort
32. no soot on maintenance hatch
33. no soot on front spar of center wing tank
34. no burned bodies forward of the wing and very few burned at all
35. aft cargo door sill, latches, and locks recovered
36. forward cargo door sill, latches, and locks not recorded in data base
37. no orange zone pieces recorded in database
38. no orange zone discussion in public record other than identification
39. chafed to bare wires found in cargo door area
40. wiring defects found on Boeing airliners
41. water observed pouring out of forward cargo hold of a Boeing airliner, cargo holds have bilges.
42. no soot on keel beam forward of the wing
43. compression fractures right side forward of the wing
44. tension fractures left side forward of the wing
45. seats in the rows in the explosive shatter zone above cargo door are in red zone and not sooted
46. aft cargo door sill is sooted
47. many witnesses said they saw downward streak that was red-orange
48. NTSB official said possibility of forward door popping open was intriguing.
49. FAA official said, then recanted, that paint smears and structural deformation indicated outward explosion.
50. initial event time was 20:31:12 at 13700 on 17 July 1996 eight miles off coast of Long Island.
Reasonable conclusions derived from facts above:
1. water in forward cargo bay.
2. chafed bare wire touched by water.
3. electrical short occurs.
4. forward door motor turns on to unlatch position.
5. aft midspan latch of forward cargo door partially unlatches.
6. pressurized hull ruptures at aft midspan latch.
7. cargo door tears into pieces, some pieces stay with nose, some don't.
8. shiny metal pieces spin away reflecting evening sunlight and perceived as red-orange streak to observers far away.
9. explosive decompression occurs shattering cargo door area forward of the wing on right side exposing twenty foot by forty foot hole in nose producing sudden loud sound on CVR.
10. 300 knots slipstream tears weakened nose off.
11. ejected debris is ingested by starboard engines which catch fire.
12. wing and wing fuel tanks; engines, tail, and fuselage fall and disintegrate on way down.
13. fiery starboard engine ignites fuel vapor clouds from disintegrating tanks, including center tank.
14. fireball observed on the ground.
15. water impact of wreckage, cargo bay material first to hit water.
Title:Are IFR pilots safer?
Subject:FLIGHT training
Source:Flying, Jul92, Vol. 119 Issue 7, p102, 3p, 1 illustration
John Barry Smith, of Carmel Valley, California, wrote with a provocative
comment on the Pan Am 103 crash. Smith points out the similarities
between the damage caused by the cargo door failure of United Flight 811
over the Pacific and that of Pan Am's 103 over Scotland. Both airplanes
involved were Boeing 747s and both suffered massive structural damage to
the lower forward fuselage. The United flight made it safely to Hawaii
while Pan Am's 747 came down in pieces.
The cargo door from the United airplane was retrieved from very deep
water, and examination of the door forced the NTSB to change its
probable-cause finding for the accident. The Board had originally
concluded that improper latching of the door before takeoff caused the
failure; but the minimal damage found on the door now indicates that an
electrical malfunction probably caused electrically operated latches to
open in flight.
Smith points out how the cargo door opening at 23,000 feet on the United
flight ripped a large hole in the fuselage and sent baggage and other
debris into the number-three engine. He notes that the Pan Am flight was
at a higher altitude when it suffered massive structural failure and
that baggage and debris were also found in the number-three engine. He
believes the greater differential cabin pressure of the higher altitude
could have been enough to cause loss of the airplane if the cargo door
opened on the Pan Am flight.
It's an interesting theory. British and U.S. investigators are working
with microscopic evidence of a bomb when in fact damage caused by the
failure of the cargo door on the United flight proves door failure could
have caused the Pan Am crash. Actual bomb evidence is small and we're
told finding it was one of the most astute investigative feats ever.
Investigators also tell us that the bomb evidence is incontrovertible.
Could they be wrong? The NTSB was wrong about the United cargo door
failure until the actual door was recovered from the ocean floor. The
bomb on board the Pan Am flight may have been the cargo door latches,
not plastic explosive hidden in a portable radio. Politics drives the
investigation to search for terrorists but aviation safety demands a
totally open mind and the suspicion that the airplane could have failed
without outside interference. Smith has no evidence that a cargo door
failed on Pan Am 103-but he gives us something to think about.
To: monica_warnock@mcgraw-hill.com
From: John Barry Smith <barry@corazon.com>
Subject: Ms. Roome's name
Cc:
Bcc:
X-Attachments:
Dear Ms. Warnock,
I made an error. That's not's a sin. Making an error and not correcting it is. So I must ask you please to add a correction to the earlier email I asked you to forward to Ms. Koerner and Ms. Roome, 19 June 1998.
My spell checker approved 'Room' as spelled correctly but in wasn't, I should have typed "Roome" in the below excerpt:
"'awgnet' is the name of your commercial domain. 'awgnews.htm' is the page that gives me and the rest of the world for free several headlines and short synopsis with link to a larger story the reading of which requires a password which I don't have. Here's an example of what you give away for free, Ms. Room:"
This is correction to that error I made, the paragraph should read:
"'awgnet' is the name of your commercial domain. 'awgnews.htm' is the page that gives me and the rest of the world for free several headlines and short synopsis with link to a larger story the reading of which requires a password which I don't have. Here's an example of what you give away for free, Ms. Roome:"
Please convey my apologies to Ms. Roome for my inexcusable lack of attention to detail.
Sincerely,
John Barry Smith
Well, it looks like I won't be removing a yellowed piece of paper from a dusy file cabinet towave in the face of young whippersnappers laughing at an old coot. Removed at request of AvWeek14 May 1998.
Well, it looks like I may pull article out and chuckle. I've put the
offending article back up on my web site on 1 June 1998. It's for fair use,
non profit and I credit the authors, Aviation Week and Space Technology
of 10 March 1997 article. 1 June 1998.
forwardcargodoorpict.html
Schematic1
Schematic2
Schematic3
Boeing 747 nose picts right side cargo door
811 picture
cargodoorfaraway.html
AD Airworthiness Directive 79-17-02
Airworthiness Directive Amendment to 89-05-54
amending 88-12-04
811doordraw
Airworthiness Directive 88-12-04 Boeing
747
More pictures of UAL 811 cargo door hole
Cargo door accidents
Boeing747historycontents.html
DC-10crashcontents.html
103reportcontents.html
811reportcontentpage.html
AirIndiareportcontents.html
800newsreports.html
800newsreports1.html
800newsreports2.html
800newsreports3.html
pressurization1.html
aerodynamics.html
314accidentreport.html
811skiesdoorcontents.html
Contents
barry@corazon.com