email at barry@corazon.com
To: newyork@fbi.gov
From: barry@corazon.com
Subject: TWA Flight 800 crash theory
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20/07/1996
This is John Barry Smith. I have a reasonable explanation for the cause of crash of TWA flight 800. May I speak with someone involved with aircraft accident investi.gations? I have extensive aircraft experience and am a retired military officer. It's worth listening to.
email at barry@corazon.com
20/07/1996
To: newyork@fbi.gov
From: barry@corazon.com
Subject: TWA Flight 800 Crash Theory Explained
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I have a reasonable explanation for the cause of crash of TWA flight 800. May I speak with someone involved with aircraft accident investi.gations? I have extensive aircraft experience and am a retired military officer. It's worth listening to.
The cuprit was caught on radar. A radar blip fell with the aircraft, news
reports state. The cargo door opened inadvertantly and explosive
decomression leading to disintergration of wing storing fuel to fireball.
Extensive research on UA Flight 811, Pan Am 103 and other accidents has
led me to this inescapable conclusion. I welcome contrary discussion.
Email at barry@corazon.com.
Please refer me to the appropriate official dealing with the TWA 800 crash. My web site at http://www.corazon.com/barryhome.html deals extensively with the matter. I have important information to pass on regarding this tragic accident. The cause is a cargo door and the dangerous condition continues to exist. The NTSB appears ignorant in the possibility of mechanical cause of an inadvertent cargo door opening causing the nose of 747 to come off and may miss or destroy evidence confirming that cause. Let us assume there is still a link between an informed caring citizen and a responsive government agency responsible for lives. email barry@corazon.com
To: newyork@fbi.gov
From: barry@corazon.com
Subject: TWA crash cause
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How about investigating crash cause? Here's your answer.
Flight Summaries of Three Flights:
TWA Flight 800, UAL Flight 811, Pan Am Flight 103
#
#
(From news sources:)
TWA Flight 800 was a scheduled passenger flight from New York to Paris.The flight was uneventful until after departure from New York. While climbing through 13,500 feet an event occurred which tore the nose off the aircraft. The nose fell into the sea. The rest of the aircraft continued on descending until approximately 9,500 feet where it exploded into a fireball and dropped into the sea. There were two wreckage trails. Luggage from front cargo hold was found nearest event site. A streak was seen near the aircraft just before destruction. A strange radar blip was seen before destruction falling with the aircraft. There were no calls from the crew to the ground. There were no survivors. Flight data recorders revealed a loud sound and then all recording ceased. No evidence of a bomb has been found on recovered wreckage. Front cargo door found in pieces. The aircraft was a Boeing 747-131, an early 747 with high flight time and flight cycles.
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Explanations for TWA Flight 800: Boeing 747-131 series high flight time aircraft are prone to cargo door malfunctions. Doors pop open in climb or just after. Door popping open exposes large hole in side of nose. Large hole in side of nose can tear nose off when subjected to high air pressure loads. Nose tearing off leaves rest of plane to crash resulting in two wreckage trails. Nose tearing off is sudden and total and leaves no time for calls to ground from crew or for recorder data to continue. Door opening and tearing off would be visible as streak as it reflects evening sun at 13500 feet near New York City on July 17th. Cargo door would be picked up as radar return as it spun away from aircraft. Contents from front baggage compartment would be first to leave plane after door and be found closest to event site. Door opened inadvertently because of various reasons consistent with other confirmed, documented, and witnessed cargo door openings such as design error, improper latching, electrical problems, wear and tear, or other unknown reason.
#
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(From UAL Flight 811 Accident Report NTSB)
UAL Flight 811 was a scheduled passenger flight from Los Angeles to Sydney, Australia, with stops in Honolulu, Hi and Auckland, New Zealand. The flight was uneventful until after departure from Honolulu. While climbing from FL220 to FL230 the crew heard a "Thump" followed by an explosion. An explosive decompression was experienced and the #3 and #4 engines were shutdown because of FOD. The FLT returned to Honolulu and passengers were evacuated. Inspection revealed the forward lower lobe cargo door departed inflight causing extensive damage to the fuselage and cabin adjacent to the door. Investigation centered around design and certification of the door which allowed it to be improperly latched, and the operation and maintenance to assure airworthiness of the door and latching mechanism.
Additional information extracted from report: Front cargo door found in two pieces. Crew erroneously reported bomb onboard to tower after hearing explosion. Radar tracked door down to ocean contact. Recorders played loud bang/sound then silence. Nine passengers were ejected and lost at sea. The aircraft was a Boeing 747-122, an early 747 with high flight time and flight cycles.
#
Explanations for UAL Flight 811: Boeing 747-122 series high flight time aircraft are prone to cargo door malfunctions. Doors pop open in climb or just after. Door popping open exposes large hole in side of nose. Large hole in side of nose can tear nose off depending of variables such as angle of attack, airspeed, turbulence and strength of fuselage. Cargo door would be picked up as radar return as it spun away from aircraft. Door opened inadvertently because of various reasons consistent with other confirmed, documented, and witnessed cargo door openings such as design error, improper latching, electrical problems, wear and tear, or other unknown reason.
#
#
(From Pan Am Flight 103 Accident Report Dept or Transport)
Pan Am Flight 103 was a scheduled passenger flight from London to New York. The flight was uneventful until seven minutes after leveling off after climb. While level at FL310 an event occurred which tore the nose off the aircraft. The nose fell to the ground. The rest of the aircraft continued on descending and crashing into the town of Lockerbie. There were two wreckage trails. Luggage from front cargo hold was found nearest event site. A strange radar blip was seen before destruction. There were no calls from the crew to the ground. There were no survivors. Flight data recorders revealed a loud sound and then all recording ceased.
Additional information extracted from report: Front cargo door found in two pieces. Reconstruction shows cargo door area in first sequence of destruction. Eight passengers missing and not accounted for. The aircraft was a Boeing 747-121, an early 747 with high flight time and flight cycles.
#
Explanations for Pan Am Flight 103: Boeing 747-121 series high flight time aircraft are prone to cargo door malfunctions. Doors pop open in climb or just after. Door popping open exposes large hole in side of nose. Large hole in side of nose can tear nose off when subjected to high air pressure loads. Nose tearing off leaves rest of plane to crash resulting in two wreckage trails. Nose tearing off is sudden and total and leaves no time for calls to ground from crew or for recorder data to continue. Cargo door would be picked up as radar return as it spun away from aircraft. Contents from front baggage compartment would be first to leave plane after door and be found closest to event site. Door opened inadvertently because of various reasons consistent with other confirmed, documented, and witnessed cargo door openings such as design error, improper latching, electrical problems, wear and tear, or other unknown reason.
#
#
Summary of the Summaries: Three early Boeing 747-100 series high flight time, high cycles aircraft with history of front cargo door malfunctions, while climbing after takeoff or shortly thereafter, experience an event which tears a large hole in each right side of each nose at forward cargo door area. Three aircraft later exhibit destruction pattern starting at forward lower lobe cargo door. Three aircraft had flight data recorders record a thump/bang/loud sound, then silence. Three aircraft had radar blips recorded leaving aircraft. Three aircraft deposit front cargo doors in two or more pieces. Two noses are torn off which leaves two aircraft to crash leaving two wreckage trails. Two nearest trails have contents of front baggage compartment indicating contents left first. Two aircraft had no calls from crew to ground. Two aircraft had no survivors. Two aircraft, possibly three, had under ten passengers not accounted for. One aircraft erroneously reports a bomb explosion on board but lands safely allowing investigation to reveal cause of inflight explosion to be inadvertent opening of forward lower lobe cargo door due to design error, improper maintenance, and a faulty switch or wiring in the door control system.
#
#Comment: All statements above supported by documentation. All explained by an inadvertent opening of the forward cargo door in flight. Happened before, happened now; hope it doesn't happen again.
#Contents
barry@corazon.com
Is there a high official of the FBI nicknamed Jiggs? Could you please have him get in touch email me. Barry Smith
The paper said today that crash officials are appealing for public help. Here I am, http://www.corazon.com/barryhome.html giving documentation for cargo door opening as cause of TWA crash. I am retired military officer with address, phone web site, and email address. The site documents rational explanation for cause of crash. Please respond. John Barry Smith barry@corazon.com
Mr. Kallstrom, I have read you read all your email and reply to every one. Well, sir, I have an idea to prevent the deaths of innocent people.
Everyone agrees that the destruction of TWA 800 starts forward of the wing on the right side near the forward cargo hold. This forward cargo hold is the place where most trouble starts leading to the nose tearing off and the destruction of the aircraft and death to all aboard. How about boarding up the access?
How about welding the door shut until further notice? That way no bomb can be smuggled aboard, not fire can start, or no door can fly off. The investigation can continue without the risk of a similar event occurring in forward cargo area and the questions arising such as, Why did you not seal off the danger area when it was known to be trouble area and could be sealed off?
By the way, passenger profiles of suspects are respected; how about machine profiles? The cargo door fits the profile of killer suspect. It has killed nine confirmed in previous crash (UAL 811), has two Airworthiness Directives against it, (felony convictions), was at the scene of the crime of TWA 800, (right side foward of the wing) and has not been ruled out as cause/killer. The forward cargo door has suspect with bloody hands written all over it. The FBI does not have a qualifier in front of the word "Investigation." To find the cause even though it is not a bomb is still a success. A great success. Sincerely, John Barry Smith
To: newyork@fbi.gov
From: barry@corazon.com
Subject: Forward to Secret Service
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Please forward to the Secret Service as this refers to the danger to the life of the President of the United States.
WEBMASTERS: Please forward this email to appropriate staff
Dear Mr. President, Bill Clinton
Dear Mr. Chief of Staff, Leon Panetta
Dear Mr. Secretary of Transportation, Federico Peña
Dear Mr. Director, Federal Aviation Authority, David Hinson
Dear Mr. Chairman, National Transportation Safety Board, James Hall
Dear Mr. Vice Chairman, National Transportation Safety Board, Robert Francis
Dear Mr. Investigator, National Transportation Safety Board,
Dear Ms. Attorney General, Department of Justice, Janet Reno
Dear Mr. Director, Federal Bureau of Investigation, Louis Freeh
Dear Mr. Agent, New York Field Office, Federal Bureau of Investigation, James Kallstrom
Mr. Bill Clinton, President of the United States of America
Dear Mr. President,
Hello, Sir. I have important news to give. Your life is in immediate danger, although slight, hopefully slight, when you fly on Air Force One, a Boeing 747-200B. This type aircraft has a history of inadvertent forward cargo door openings in flight. Hindsight and the internet have enabled me to link several crashes of early model Boeing 747s to a common cause, the inadvertent opening of the forward cargo door in flight. Documentation, pictures, comments, and emails from all over the world regarding this discovery are on the internet web site at http://www.corazon.com
Your life, the lives of those who fly with you, and all the passengers on early model Boeing 747s are at risk to this door opening outward and upward, tearing off in the slipstream exposing a large gash in the nose which tears off.
The door openings at altitude mimic a bomb. It is not a bomb. The world will be a bit less dangerous once the causes are determined to be mechanical and not evil.
Have you ever had a car door, or hood, or trunk open unexpectedly? I have; it's not unusual. If you have, then please give thought to possible airplane door opening and the severe consequences.
Please be responsive to this informed citizen.
Mr. Clinton, leader from follower, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
Mr. Leon Panetta, Chief of Staff, Clinton Administration
I feel like saying, Leon, Leon, Leon, as that was the way I thought of you when I voted for you as Congressman several times in Monterey.
Mr. Panetta, we met in 1980 in your second floor office on Alvarado where I personally thanked you for inquiring on my behalf on a personnel matter while I was stationed in Korea. The last time I saw you, you were walking alone across Toro Park during Earth Day in 1992, just before your selection as Budget Director. I remember thinking, what a job politics is shaking hands at a post hippie ecology get together. I was with a friend selling United Nations videos, not a hot seller.
I have come to alert you, sir, of danger to you, the President, and all passengers who fly in early model Boeing 747s. Yes, this is unorthodox, an email letter from a member of the public but then, I trust, as a former congressman, that you believe that occasionally a citizen may have something important to say. I do; here it is: The forward cargo doors of early model Boeing 747s are inadvertently opening in flight, tearing off door and skin, allowing the slipstream to enter the large gash which tears off the nose leading to total destruction and the deaths of all aboard. This has happened several times before and appeared to be explosions. The attached picture is of a Boeing 747 that almost had the nose come off.
Mr. Panetta, former representative of the people from former constituent, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800 or visit my web site at http://www.corazon.com. Sincerely, John Barry Smith
Mr. Federico Peña , Secretary of Transportation,
Dear Mr. Secretary, I invite you to a visit to my web site at http://www.corazon.com
Mr. Peña, traveller to traveller, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
Mr. David Hinson, Director, Federal Aviation Authority,
Dear Director, I am looking at my FAA pilot's license, number commercial pilot, airplane single engine land, instrument airplane, of which I am very, very proud. I also received a Part 135 certificate from your agency. I was also a US Navy Lieutenant Naval Flight Officer in RVAH -1, RA-5C Vigilantes. My ejection story and US Navy accident report are on my web site at http://www.corazon.com along with the official accident reports on UAL Flight 811 and Pan Am 103.
All of the four Boeing 747 crashes described were caused, in my opinion, by the inadvertent opening of the forward cargo door in flight. The web site provides documentation, reasoning, and opinion supporting that hypothesis.
At minimum, there now exists a mysterious early model Boeing 747 crash. Air Force One is an early model Boeing 747. There are several hundred early model Boeing 747s now flying. The location of the start of destruction for TWA Flight 800 and others is near the forward cargo hold. I ask that you seal the door shut to prevent explosives from being placed there or to prevent the door from accidentally opening.
The forward cargo door has two Airworthiness Directives against it and has killed nine persons already in UAL Flight 811. A glance at the attached picture of a Boeing 747-121 with the large gash in the right side of its nose may persuade you a nose could easily tear off in a 300 knot slipstream.
Mr. Hinson, naval officer to naval officer, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
Mr. James Hall , Chairman, National Transportation Safety Board,
Dear Mr. Chairman, in 1992, the NTSB conducted a very complete and well explained accident report on the crash of UAL Flight 811 in which a cargo door came open in flight and nine passengers where sucked out of their seats to their deaths. Use the key of 811 to unlock 800.
The thrust of the crash investigation should then focus on what causes the forward cargo door to open inadvertently. The NTSB stated electrical short to the door control system in UAL 811. For others, an explosive device could do it, or random electrical signals in the avionics bay might do it. There are eleven rational causes for accidental door openings listed on the web site at http://www.corazon.com. The cause of the door openings is unknown and must be discovered.
Mr. Hall, passenger to passenger, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
Mr. Robert Francis, Vice Chairman, National Transportation Safety Board
Dear Mr. Vice Chairman, I've seen you on TV and believe you are a compassionate man above all. I appeal to you to prevent the future deaths of innocent passengers in early model Boeing 747s whose forward cargo door may inadvertently open outward and upward, tearing off with skin into the slipstream, exposing a large gash in the side of nose which then tears all the way off. Please compare evidence collected in the explained cargo door crash of UAL 811 to those of Air India Flight 182, Pan Am 103, and currently, TWA Flight 800.
The specific similarities will be: 1: Short loud sound on CVR. 2. Abrupt power cut. 3. Fodded number three engine. 4. Radar blips during destruction. 5. Never recovered bodies sitting in similar seats above and just aft of the cargo door. 6. Same type of aircraft, Boeing 747 series 100 or 200 with high flight time. 7. Destruction sequence starts forward of the wing. Sun angle lighting may confirm spinning loose cargo door near New York in July at 8:30 PM at 13,500 feet would be reflected as streak. Other similarities in four crashes include: nose tears off, explosive decompression mimics bomb, crew talking on radios when event happens, night takeoff, and pressurization changes to hull at catastrophic event.
The forward cargo door has opened inadvertently many times, usually on the ground. It has opened several times in the air with only minor or moderate damage. Airworthiness Directives were issued after those events. It has opened in flight leading to total destruction three times, in my opinion, which is supported by documentation on my web site at http://www.corazon.com. A glance at the attached picture of a Boeing 747-121 with the large gash in the right side of its nose may persuade you a nose could easily tear off in a 300 knot slipstream.
Mr. Francis, survivor consoler from jet crash survivor, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
Mr. Investigator, National Transportation Safety Board.
Dear Mr. Investigator, you have seen the hole on UAL Flight 811. Could that hole become larger in the slipstream and tear the whole nose off? I think so.
You investigated UAL Flight 811. That model of plane was a Boeing 747-121. That Boeing 747-121 crash, off Honolulu in February 1989, left conclusive evidence that was very similar to another Boeing 747 crash years earlier which killed 329 people off the Irish coast in 1985. That plane was a Boeing 747-237B.
A Boeing 747-122 also crashed with similar evidence trails left. And yet another Boeing 747-131 also crashed with similar evidence trails left. Three destroyed and one that killed only nine and returned to land and tell its story which was inadvertent opening of the forward cargo door in flight.
Facts, facts, facts. There are 105 pages of facts on my web site. If you were to go on the internet to the World Wide Web and go to Universal Resource Locator, URL address http://www.corazon.com you will fine 105 pages of documentation, support, argument, and correspondence from all over the world regarding this matter, the inadvertent opening of the forward cargo door of early model 747s, one of which is Air Force One.
Regarding the four Boeing 747 crashes, Air India Flight 182, Boeing 747-237B; Pan Am Flight 103, Boeing 747-121A; UAL Flight 811, Boeing 747-122; and TWA Flight 800, Boeing 747-131.:
Fact: All four crashes were early model Boeing 747s.
Fact: All four crashes had deaths.
Fact: All four crashes had a short loud sound before destruction.
Fact: All four crashes had abrupt power cut.
Fact: All four crashes had start of destruction start near forward cargo hold.
Fact: All four crashes had apparent explosions in forward cargo hold area.
Fact: All four crashes had explosive decompression.
Fact: Three crashes had nose snap off.
Fact: Three crashes had radar blips during destruction, possibly all four.
Fact: Three crashes had nine or more missing bodies never recovered, possibly all four.
Fact: Three crashes had number three engine ingesting foreign object damage, possibly all four.
Fact: Two crashes had mysterious blip before destruction door on radar, possibly all four.
Fact: Two crashes had crew talking on radio when catastrophic event occurred, possibly all four.
Fact: One crash had visual clue, possibly all four.
All of the above clues fit the puzzle that is solved by the inadvertent opening of the forward cargo door of early model high flight time Boeing 747s inflight.
Mr. pilot to pilot, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800.
Sincerely, John Barry Smith
Ms. Janet Reno, Attorney General,
Dear Ms. Attorney General, your late mother would have loved this cargo door story. It has everything: mystery, money, politics, death, red herrings, explosions, prime suspects, and of course, tragedy.
Prevention is not as glamorous but more powerful than curing. Please prevent more deaths in early model Boeing 747s rather than heal the injured after the crash.
Ms. Reno, former State Attorney from a former Preventive Medicine hearing conservationist, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
Mr. Louis Freeh , Director, Federal Bureau of Investigation,
Dear Mr. Director, the solution to the mystery of these plane crashes is a common mechanical fault. Although the previous investigations came to different conclusions, there is no cover up, there is no plot, there is no conspiracy; it is just honest people describing reality from their own best interest point of view, and they are wrong. We've all done it, not seeing the object we don't want to see, not hearing what we don't want to hear, and not believing what we don't want to believe.
Fidelity, Bravery, Integrity, and there is no qualifier in front of 'Investigation", and this email is unencrypted and sent in the clear, and man to man, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
Mr. James Kallstrom, New York Field Office, Federal Bureau of Investigation.
Dear Mr. Agent, there was an explosion in TWA Flight 800. It was called explosive decompression. It happened when the forward cargo door opened in flight exposing the higher pressure air in the cargo compartment to the lower outside air pressure. The decompression mimicked a bomb. The deceleration following the nose tearing off in the slipstream caused many items to smash into bulkheads, mimicking a bomb. The fuel from the disintegrating wing vaporized and exploded, mimicking a bomb.
The cargo door has a criminal profile that begs to be investigated. It has killed nine passengers already under similar circumstances and has two Airworthiness Directives against it. It is the prime suspect in TWA Flight 800. Please examine attached photo of damaged Boeing 747 for clues to determine how a nose of a 747 could tear off in a split second, as has happened several times already and may happen again.
Mr. Kallstrom, professional sleuth from amateur sleuth, I ask that you check out the forward cargo door as the cause of the crash of TWA Flight 800. Sincerely, John Barry Smith
CC: Boeing Company
US Air Force
TWA
To: newyork@fbi.gov
From: barry@corazon.com
Subject: The President's Life is in Danger
Cc:
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X-Attachments: :Master:2649:811holephoto.JPG:
There is an immediate, although slight, danger to the life of the President of the United States caused by the inadvertent opening of the lower forward cargo door in the Boeing 747-200 aircraft in which he flies. The door may open in flight exposing a large hole in the nose of Air Force One leading to the sudden destruction of the aircraft and death to all aboard, including the President. My name is John Barry Smith, email barry@corazon.com internet web site at http://www.corazon.com/barryhome.html
Forward cargo doors are coming off Boeing 747s inflight. The doors must be locked shut until further notice. This alert notice is being sent to the White House, NTSB, FBI, US Air Force, FAA, news television, the local newspaper, and interested friends. John Barry Smith
The FBI can salvage reputation as investigative agency by discovering true cause of TWA crash. It is not bomb nor missile nor center tank fire. It was the inadvertent opening of the cargo door in flight. The complete support for that theory is on the web site, http://www.corazon.com.
Please refer the theory and site to your aviation experts. Let them evaluate the possibility that a mechanical cause happened, the door opened when it shouldn't and allowed a 300 knot wind to enter a gaping nine foot by 15 foot hole in right side of nose of 747 tearing nose off. The door opened and an explosive decompression occurrred, an explosion which mimics a bomb and was a red herring. The FBI can find the true culprit, the forward cargo door, a prime suspect who has four ADS against it and has killed nine already. Please have an FBI aviation expert review the web site, the cause is there. John Barry Smith
To: FBI agent reviewing Email, pay attention to me. A tip from the public got you Dillinger. A tip from this public person will get you TWA. The tip is the cause of the crash was the inadvertent opening of the forward cargo door in flight. I am more qualified to give you a tip about TWA crash than was the lady in red for John Dillinger.
I request that Mr. Kallstrom be given this tip to read further.
Mr. Kallstrom, TWA had an explosive event but was not a bomb. It was explosive decompression that mimics bomb. That did not destroy the plane. The force that did it was the storm of 300 knots of wind into a nine foot by 15 foot hole in the right side of the weakened nose of the 747.
What does "Kallstrom" mean? I believe it means a storm of some kind. You would be aware of the force of 300 knots, others aren't. It is twice the most violent hurricane on earth. And the size of the hole this force blew into was nine foot by 15 foot, a double car garage door size. That force blew into the nose of TWA and blew nose off in an instant.
That is basic common sense of wind force and hole, it is not high tech aerodynamics and does not require experts to figure out. TWA 800 was brought down by mechanical event which mimicked bomb and missile. The door flew away and at dusk looked like streak as it reflected evening orange sun. The pressure equalizing event of door opening caused an explosion. The destroying force, however, was the 300 knots windstorm into weakened fuselage hole.
The storm of wind brought down TWA 800.
The FBI can salvage its reputation as fair investigative agency by finding and determining cause of TWA as mechanical even though it is not in the perceived FBI interest to not have terrorists doing the crime. FBI aviation experts can evaluate cargo door cause by reviewing web site that has complete accident reports of similar crashes.
Be fair, check out mechanical cause as well as human evil. The NTSB is doing center tank fire. It's true, there was a fire but after initial event of door opening, nose tearing off, fuselage and wing falling and disintegrating and spinning jet engines igniting Jet A fuel vapor into fireball. Just as explosive decompression was red herring for bomb, streak red herring for missile, fireball is red herring for initial event as fireball. Cargo door fits all the evidence and has consistently held up over these past four months. It's documented on web site, at http://www.corazon. com. I am the messenger, the lady in red, the message of the movie theater in Chicago, the cargo door is on the web site. Please evaluate.
I am not anonymous, John Barry Smith, barry@corazon.com
Dear Mr. Kallstrom, here is the answer to TWA crash.
Friday, 15 November, 1996
Crash of TWA 800: Analysis of two possible causes.
Not a bomb.
Not a missile, friendly or enemy.
Not a meteor/space debris.
Not pilot or other crew error.
Not environment/weather factors.
Not air traffic control.
Not other aircraft/midair.
What else is there?
Mechanical/equipment failure.
What failed?
What is the evidence?
Yes, aircraft was in climb.
Yes, visual streak observed at event.
Yes, primary radar return recorded just before event.
Yes, secondary radar return disappeared abruptly.
Yes, sudden loud sound heard on cockpit voice recorder, CVR.
Yes, abrupt power cut to flight data recorder, FDR.
Yes, fifteen never recovered bodies after extensive search.
Yes, nose separated from rest of aircraft.
Yes, one or more engines exhibited foreign object damage, FOD.
Yes, fireball observed.
Yes, center fuel tank exploded.
Yes, explosive damage on wreckage.
Yes, two main wreckage trails.
Yes, nose wreckage was closer to event than rest of aircraft wreckage.
Yes, breakup started at forward part of fuselage, over or just in front of wing.
Yes, aircraft was high time/high cycles Boeing 747-131.
Yes, 230 people died.
What initial mechanical/equipment failure caused the crash and still satisfies the evidence?
There are only two; center fuel tank explosion and inadvertent opening of the forward cargo door. Which is more likely? Let us examine them side by side.
Climb: Fuel tank contents were same as takeoff, climb should have no effect on explosion.Or: Climb is pressure changing mode of flight and might assist in popping cargo door.
Streak: Fuel streaming out of wing and somehow catching fire leading to explosion. Or: Shiny metal cargo door with white fuselage skin attached spinning away at orange dusk on clear summer night at 13700 feet.
Radar blip anomaly just before event: Tank fire doesn't fit. Or: Large metal cargo door with fuselage skin attached spinning away at 13700 feet close to ground radar site.
Secondary radar return disappeared abruptly. Center fuel tank exploded and cut off power to transponder. Or: Cargo door opened and with fuselage skin tore away and allowed 300 knot wind to enter gash on right side which tore off nose severing power to main equipment compartment housing transponder.
Sudden loud sound on CVR. Tank explodes and sound is recorded on cockpit voice recorder before power is severed. Or: Cargo door with fuselage skin tore away causing explosive decompression loud sound to be recorded on cockpit voice recorder before power is severed.
Abrupt power cut to flight data recorder. Center fuel tank exploded and cut off power to FDR. Cargo door with fuselage skin tore away and allowed 300 knot wind to enter gash on right side which tore off nose severing power to main equipment compartment housing FDR.
Fifteen never recovered bodies: Center tank explosion cremated passengers sitting in explosion area. Or: Cargo door and fuselage skin tore away exposing passengers who were ejected in decompression and sucked into number 3 jet engine and cremated.
Nose separated from rest of aircraft: Center tank explosion cuts fuselage in two just forward of the wing. Or: Cargo door with fuselage skin tore away and allowed 300 knot wind to enter gash on right side which tore off nose just forward of the wing.
One or more engines foreign object damage. Center tank explosion ejects debris into running engines. Or: Cargo door tore away exposing baggage compartment which explosive decompression ejects material into engines.
Center fuel tank exploded into fireball. Center tank explodes from unknown ignition source. Or: Cargo door with fuselage skin tore away and allowed 300 knot wind to enter gash on right side which tore off nose allowing rest of wing and fuselage to fall and disintegrate into mass of fuel vapor and spinning jet engines which exploded.
Explosive damage on wreckage. Center tank explodes. Or: Cargo door with fuselage skin tore away allowing explosive decompression to occur in passenger compartment and cargo hold which mimics explosion.
Two main wreckage trails. Center tank explodes, severs nose which falls into tight wreckage pattern and rest of aircraft disintegrates into a larger wreckage trail. Or: Cargo door with fuselage skin tore away and allowed 300 knot wind to enter gash on right side which tore off nose which fell into tight wreckage trail and rest of aircraft fell and disintegrated into larger wreckage trail.
Nose wreckage was closer to event than rest of aircraft wreckage. Center tank explodes, severs nose which falls into tight wreckage pattern and rest of aircraft disintegrates into a larger wreckage trail. Or: Cargo door with fuselage skin tore away and allowed 300 knot wind to enter gash on right side which tore off nose which fell into tight wreckage trail and rest of aircraft fell and disintegrated into larger wreckage trail.
Breakup started at forward part of fuselage, over on just in front of wing .Center tank near forward part of wing explodes. Or: Cargo door and fuselage skin tears away just forward of the wing.
Aircraft was high time/cycles Boeing 747-131.
Two hundred thirty people died.
So, two theories exist which explain much of the evidence. Here is why the cargo door theory is more credible than the center tank explosion theory.
Mechanical/equipment failure. Both are mechanical/equipment failure, Center tank has yet to be discovered essential ignition source which isn't supposed to be ignition source while cargo door is a complicated, previously known to fail and kill, mechanical system with four airworthiness directives against if. Cargo door more likely failure.
Streak at event. Metal door with metal skin spinning away could be reflected orange dusk light and appear as streak. Time of year, altitude, clear night, sun angle, and type of object all fit streak as spinning door. Tank fire with streaming fuel on fire is less likely. Cargo door more likely streak.
Primary radar return before event. Metal door with metal skin spinning away could be primary radar return recorded on nearby ground radar. Center tank would not give return. Cargo door more likely radar return.
Secondary radar return disappeared abruptly. Center tank explosion and nose separating when nine foot by 15 foot gash appears allowing 300 knot wind to enter and tear off nose would both cause abrupt secondary radar return to disappear. Tie.
Sudden loud sound on CVR. Center tank explosion and cargo door would both give sudden loud sound on CVR. Tie until sound matched to fuel tank explosion or explosive decompression.
Abrupt power cut to FDR. Center tank explosion and cargo door causing nose separation would both cause abrupt to FDR. Tie.
Fifteen missing bodies. Center tank explosion and cargo door would both cause missing never to be recovered bodies. Tie.
Nose separated from rest of aircraft. Center tank explosion would cause nose to separate. Cargo door with fuselage skin tore away and allowed 300 knot wind to enter gash on right side which tore off nose just forward of the wing. Tie.
One or more engines foreign object damage. Center tank explosion and cargo door opening would both cause engines to be fodded. Tie.
Fireball. Center tank explosion and cargo door opening leading to fuselage disintegration would both cause fireball. Tie.
Center fuel tank exploded. Center tank explosion and cargo door would both cause center tank to explode. Tie.
Explosive damage on wreckage. Center tank explosion and cargo door opening would both cause explosive type damage on wreckage. Tie unless no fire explosive damage found on nose section.
Two main wreckage trails. Center tank explosion and cargo door opening would both cause two main wreckage trails. Tie.
Nose wreckage was closer to event than rest of aircraft wreckage. Center tank explosion and cargo door would both cause nose wreckage to be closer to rest of aircraft wreckage. Tie.
Aircraft was high time/cycles Boeing 747-131. Center tank fire and cargo door more likely on aging aircraft. Tie.
Breakup started at forward part of fuselage, over on just in front of wing. Center tank explosion and cargo door opening would cause breakup at forward part of fuselage. Tie unless breakup is traced to above and forward of the wing on the right side, nearer to the cargo door.
Yes, 230 people died. Center tank explosion and cargo door could both cause the deaths of all passengers. Tie.
Many of the evidence explanations are ties, a few go to cargo door and none alone go to center tank fire. Cargo door theory is more likely.
Additional statements to support cargo door theory.
A structural breakup of a Boeing 747 which is disintegrating in flight can catch fire into a fireball as shown by the Saudi Arabian Airlines Boeing 747 involved in a midair over India. The initial event was not a center tank fire and yet there was fireball.
Eyewitness pilot saw the fireball of TWA 800 and stated altitude of fireball was 7500 feet, initial event for TWA 800 was at 13700 feet. Center tank fire was secondary event.
Foreign object damage can be cowling material or baggage or human material.
Explosive decompression produces loud sound and mimics a bomb for pressure damage on seats and baggage.
NTSB computer simulation traced inflight breakup of TWA 800 to above and forward of the wing on the right side, exactly where the hole is formed when the cargo door tears away with fuselage skin.
Cargo doors opening in flight are more common than inflight fuel tank explosions.
A cargo door accident exists, UAL 811, with much evidence which matches TWA 800. Two other Boeing 747 crashes exist with much evidence which matches TWA 800 and UAL 811, none of which was caused by a center tank fire.
Tank fire accident of Iranian Boeing 747 exists which does not match TWA 800 in wreckage pattern, left wing alone, or extreme weather and lightning.
A Boeing 737 tank fire on the ground does match a Boeing 747 in flight.
Cargo door theory includes center tank explosion.
Additional statement to support center tank explosion. It happened, there was a center tank explosion.
Forward cargo door theory can be proved or disproved easily be examination, experiment and observation:
1. examine forward cargo door for steel rods to confirm AD 88-12-04 complied with on TWA 800.
2. examine cargo door for status of cam latches, unlocked or locked.
3. examine cargo door lock sectors, unlocked or locked.
4. examine cargo door lock sectors and cam sectors for wear and gouging.
5. examine cargo door manual locking bar for locking position.
6. examine all door electrical switches for proper operation.
7. check maintenance history of TWA 800 for previous cargo door problems.
8. note condition of cargo door, in how many pieces to match UAL 811.
9. note position of cargo door when found, close to event site or far away indicating time it left aircraft.
9. detect frayed wiring in door control system.
10. examine direction of buckled floor beams, up or down indicating decompression or explosion.
11. match TWA 800 evidence with other similar crashes leaving similar evidence.
12. check for presence or non presence of evidence of fire/explosion on separated nose.
13. match sudden on loud sound on CVR to sound library of in flight aircraft explosions and decompressions.
14. match abrupt end of tape signals on FDR to two other abrupt end of tape Boeing 747 crashes.
15. confirm by computer simulation that 300 knot wind blowing into nine foot by 15 foot hole in right side of weakened nose will tear nose of in an second.
16. examine wreckage for more severe in flight debris damage on right side of aircraft to include wing fillet, leading edges of wing and horizontal stabilizer and vertical stabilizer, engine cowls and pylons.
A low cost experiment to reproduce the streak and radar anomaly is to take several two car garage doors painted silver and white and push them out the back of a C-130 going as fast as it can at 13700 feet on clear evening with same sun angle as July 17th near New York and look for streak and radar primary return. They will be there, two mysteries explained at reasonable cost.
Analogies:
1. A hole is cut in a balloon. A patch is put on the hole in balloon. The balloon is blown up and deflated 20000 times. The next inflation the balloon pops. The site of the popping is at the patch. The patch has failed before. The patch is a likely cause of the balloon popping.
2. A soda can has a semi cut hole in the top to drink out of. The can is the pressurized hull and quite strong. The semi cut hole can not be opened by pressing on it with fingers. But once the semi cut hole/door seal is broken by pressing on the hole with the metal tab using leverage, the soda fluid/debris escapes in the explosive decompression and flies into face/engines. Now the semi cut hole can easily be pressed down further with little force from finger because the structural integrity of the soda can/hull has been cracked.
Now is the time to investigate another reasonable mechanical cause theory, with evidence, the real possibility of inadvertent opening cargo door in flight. This event leads to a large gash in nose the size of double car garage door allowing twice hurricane force winds to enter and tear off weakened nose in a second leaving evidence of visual streak, radar blips, FOD, sudden loud sound on tape, abrupt power cut to FDR, same missing bodies in general same seating, damage start location of forward cargo hold in front of the wing on the right side, wreckage trails, and it happened to TWA Flight 800, it happened before to UAL Flight 811, and it will happen again.
Disregard the demeanor of the discoverer/messenger, examine the message of cargo door, and exploit the medium of internet to email barry@corazon.com and study cargo door web site at www.corazon.com. Sincerely, John Barry Smith
Please forward to Mr. James Kallstrom, Assistant Director, FBI, former Marine.
Semper Fidelis, Mr. Kallstrom, I heard your signoff to fellow Marine Jim Lerher on PBS during his NewsHour.
Well, sir, to a Jarhead from a Swabbie, please listen to me.
I am the messenger, the message is cause of TWA 800 crash. The medium is email. The discoverer of the cause of the crash is also the messenger.
The messenger had boot camp at San Diego in 1961 and watched the Marine recruits do incredible stuff on the other side of the fence. Watching them made my transition to manhood, which is what boot was for me, much more tolerable.
Then this messenger of the TWA crash cause went to cadet training at Pensacola to become a Naval officer. My best friend was another cadet, MarCad Kelly, After basic officer training he went to pilot training and I went to navigator training. We kept in touch. He is now copilot for Continental Airlines out of Honolulu. While he was in Da Nang in '68 flying F4s, I was flying off the Enterprise in RA 5Cs.
I am trying to establish credibility for this messenger who gives you a unusual but true message, the cause of the crash of TWA 800 and other 747 crashes. Consider me the scout giving his report.
I am a decorated combat veteran, Mr. Kallstrom. I have the 'V' for combat valor on my commendation medal, the absence of which led to the suicide of the CNO. Does that 'V' count for anything with you, Mr. Kallstrom?
Semper Fi.
Always Faithful.
To proper investigative techniques.
Such as check out all possible explanations, not just the ones you want it to be.
I have one you don't want, it is called the inadvertent opening of the forward cargo door in flight. The message of cargo door is fully documented on web site, http://www.corazon.com. I will let the facts speak for themselves because as a messenger I may be less persuasive.
As a former sailor, unable to say Semper Fi, but speaking to a fellow Navy shipmate, I can say, General Quarters, General Quarters, this is no drill, all crew to assigned battle stations.
Mr. Kallstrom, I ask that you assign an aircraft crash investigation specialist to review the extensive web site and give his evaluation to you. Please, check out the cargo door explanation. John Barry Smith, enlisted service number 587 88 44, officer service number before switching to SSN, 708554. SSN 562 58 2308.
I left the active Navy in 1969 and stayed on in the Reserves as an Air Intelligence Officer, learning investigative and information gathering skills which I have used for the TWA 800 crash: deduced conclusions decided from afar based on current and researched information. As a Navy Lieutenant with Top Secret clearance I was taught by the FBI in the Hoffman Building in 1972 by an FBI agent nicknamed Jiggs. I admired him for his neutral but comprehensive investigation style. The counter terrorism class went to his home for bar-b-que.
So, to end the messenger's background credibility story, I then went to university, received an advanced degree, joined the Army and retired as a Major, Regular Army, in 1984. I may be addressed as 'Major Smith', Mr. Kallstrom.
Please check out cargo door.
John Barry Smith, MAJ, USA (Ret) Nov 20, 1996