Retired Navy crash investigator Capt. William S. Donaldson exposes the NTSB’s flawed TWA Flight 800 report, citing a 71°F fuel tank at takeoff (vs. their 88°F test) and flight data recorder anomalies: a 3,672-foot altitude drop and 198-knot airspeed loss, impossible from an internal explosion. Eyewitnesses—suppressed by the FBI—reported seeing an object strike the plane before the December 8, 1997 fuel tank detonation, while officials like Kelstrom admitted White House embarrassment. Donaldson calls it a $100M cover-up, linking it to the 1997 Olympics and election timing, and urges listeners to pressure Congressman Jimmy Duncan for answers, revealing a likely external high-explosive event. [Automatically generated summary]
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Even before the 8th December 97 kickoff of the public hearing by the chairman of the National Transportation Safety Board into the loss of TWA Flight 800, misleading NTSB soundbites were already flooding the media.
No evidence of a bomb or missile.
Temperatures in the tank, 145 degrees Fahrenheit, or faulty wiring.
Remember?
Fuel pumps, fuel probes come under scrutiny as the cause were typical statements conveyed to the millions of American and French citizens still very interested.
Unfortunately, they were misleading or not true.
That is the statement of Bill Donaldson.
And in view of the seriousness of what we are about to present to you, I think it appropriate that Bill roll over some of his background.
It is a long resume, but if you could hit the highlights, Bill, so they understand who they're hearing.
unidentified
Good morning, Art.
I sure appreciate the opportunity again.
I guess the best way to say it is I'm a 25-year active duty commander when I retired from the Navy, aviator during that entire time, graduate of Monterey's Naval Postgraduate School in crash investigation.
I've probably looked at at least 10 or more military crashes, including one was a shootdown of a Navy jet off of the East Coast back in the late 70s.
I've got quite a bit of experience in aviation.
I grew up, I was an Air Force brat to begin with.
So from the time I remember, I was basically immersed in aviation.
So I got into this when I realized that the chairman of the NTSB back nine months ago was making statements in the public that didn't make a whole lot of sense about the origin of the problem on Flight 800.
Everything you knew as an investigator into aircraft accidents told you what you were hearing, had holes in it, problems, little problems, big gaping holes.
unidentified
What?
Major, major holes.
And it would be smart to tell the audience that, in a way, there are things in aviation that you can count on.
You literally do every time you get on a jet liner and go somewhere.
The history, the safety history of Boeing-built jet airliners is amazing.
And in particular, the 747.
That is the safest way a human being can transport himself across the face of the earth.
And I want to re-emphasize that because what Chairman Hall was saying way back then, this was at least nine months ago, is that this airliner, this Flight 800, somehow blew itself up in the sky over Long Island.
And I've got to reiterate, that has never happened.
What he specifically said happened, has never happened in the history of aviation.
There's never been a 747 that had an internal failure in a fuel tank that caused an explosion.
So knowing that and knowing that he was basically beginning a program that's culminated in, I'll say that the demonization of the fuel, the fuel system, and the aircraft itself.
And what it amounts to is about $100 million worth of propaganda culminating in that public hearing beginning on the 8th of December in Baltimore.
Bill, I would be asking you for an opinion, but I guess I will do it anyway.
After what you just said, would you conclude, do you conclude, that their focus on the center fuel tank and an explosion, an accident, in quotes,
do you believe that they're focusing on that because they really think that could be the only thing that did it, or they're focusing on that because they are lying to us?
unidentified
Well, that's a pretty direct and blunt way to say it, but I'd go for option two because what I've found is it's incredible to me that the amount of data that exists and has even leaked out before this massive release of documents in Baltimore,
virtually everything that I'm seeing points to an external explosion being the beginning of the sequence.
Now, the opportunity is there on their part to make it appear that there was a problem in the fuel tank because the fuel tank did explode.
We should make sure the audience understands that I'm not maintaining that the tank didn't explode, but it was a product of a prior event, which was probably about somewhere around a second, one second in time prior to the actual fuel tank exploding.
There was a massive explosion outside the fuselage.
Last time you were on, you were accompanied by two eyewitnesses, one in a Black Hawk helicopter and the other who happened to be on Long Island.
And I have received some very interesting letters from pilots on the ground who saw some very unusual aircraft movement on Long Island just at about the time of this whole thing occurring.
But still, Bill, we've got a long way to go to prove that what you're saying is true.
And, of course, I asked you bluntly, and you said they were lying.
All right.
The next question, before we get into what you've got tonight, is why, Bill, would they lie about this?
Why would they lie?
If it was a terrorist action, why lie?
unidentified
Well, unfortunately, I think there's a pretty strong indication that we as a nation or as a government may have had tippers, so to speak, that something was going to happen.
And I believe that like the various other terrorist acts that have occurred, particularly the Trade Center situation in New York, in this case, it happened to be Flight 800 was the victim.
And I do believe that the FBI and some other parts of our government knew that there was a threat, and they may have even acted to intercept the threat.
There's some indications of that.
But they didn't make it.
So in fact, the aircraft was lost.
And in that process, and because of the timing, you know, it was right at the point of the Olympics.
It was 15 weeks before the presidential election.
This became an untenable, it would have been an untenable fact in the political climate, you know, for this administration.
I mean, that's my guess.
That's the guess for the motive of keeping the lid on this thing.
And senior officials were heard right after this accident, and I think Mr. Kelstrom was overheard saying, words to the effect that the White House is really embarrassed about this and we're going to take control of it.
And that was on the first day on the job.
I've had that relayed to me.
And there's a lot of other indicators.
We don't have time to get into that.
But what I'm trying to do is get out the science, the hard facts.
For it to be a cover-up, how many people would of necessity have to be part of it?
unidentified
It's not really as simple as that because of the way the NTSB is organized, particularly, and the FBI, on the way they investigate things.
The NTSB, for instance, will have all these different working groups, and each one of these groups will focus on a narrow range Of the investigation.
One group may be looking at just at the edges of pieces of metal, and they'll come out with a report, and they have literally almost no idea what the group right next to them is doing.
So they'll see something that'll point, hey, this looks pretty suspicious, but it's not overwhelming because they don't know all the other pieces that are coming together, pointing at the conclusion.
But there was one group that concentrated, for example, on the eyewitnesses, and there are, what, 9200 people who think they saw a missile head toward this airplane.
Now, that would be a lot of field agents.
And, boy, it sure is hard to imagine, Bill, that they'd be cooperative in an effort to, you know...
unidentified
There were estimated over 400 FBI agents on Long Island.
I don't know how many FBI agents there are in the world, but that's got to be a pretty good chunk of them.
And I see what you're getting at, but the point is the FBI is probably the closest thing to a civilian military organization that there is.
And they're going to follow orders.
And if you remember, we had Mr. Goss on who literally saw the thing leave the surface, climb outbound, turn hard left, and then detonate, and then, of course, saw the aircraft pieces falling.
Well, the two agents that came out to see him, when they saw where he was and looked out and saw what he was looking at, and when he told them they saw the thing maneuver hard left, they got extremely excited.
A couple probably fairly young agents, they thought they had the world by the, you know, they had this thing solved.
They apparently went running back to headquarters not to be seen again.
I mean, the fact is that they come in with the reports, but if the top guys are not going to do anything with it.
I didn't bother trying to track down the individual guy.
But I can tell you this, the FBI has 96 eyewitnesses that literally saw something leave the surface, climb up, track outbound, and intercept Flight 800.
And they will not allow the American people to know what the names of those 96 people are.
And that's extremely unusual.
Their excuse is that this may still yet become a criminal investigation.
And if we let any of this information loose to the public, then it'll jeopardize a prosecution, even though we're not actively on the case.
It's a ludicrous point of view to take, considering the seriousness of this mishap.
Well, their official statement says that it was not a criminal act.
That's their official statement.
And you just told me they're still saying it may yet turn into a criminal investigation.
unidentified
Right.
I read Mr. Calfram's, it's a long letter that he wrote to Mr. Hall.
Calfram is the recently retired assistant FBI director in New York.
He lays out a very long letter to Hall that protests several things.
One, the release of any names, of any testimony from eyewitnesses.
He wouldn't even allow the NTSB to replay the CIA tape that the FBI had produced that was designed to explain away what these eyewitnesses saw.
A whole series of things.
And, of course, Mr. Hall, essentially, I mean, I went to that public hearing, and there really wasn't a whole lot of public about it.
I mean, you didn't even hear the word witness in five days.
I mean, it was orchestrated totally to ignore the fact that almost 100 people are adamant about seeing something leave the surface and go up after that airplane.
You actually said it was structured more like an old Soviet Union show trial.
I remember those.
unidentified
It's exactly true.
And the reason that I said that is that the way they constructed this thing, you have a technical panel, which was all NTFB employees, senior people, that would ask questions of the witnesses that were brought up.
And with Mr. Hall sitting in between the two acting as a judge, if it needs be, I guess.
And essentially, the witnesses are almost all on the federal payroll.
They're either research folks that have been granted large sums of money or folks that are already working for the government.
And remember, I'm a retired naval aviator.
I'm on the federal payroll.
I mean, in retirement.
So I'm not denigrating anybody for being on the federal payroll.
But the point being, it made it appear as if all the facts were coming out and all sides were being heard.
So I'm going to break here at the bottom of the hour.
And when we come back, you really, you claim that you have what you call smoking gun evidence that this aircraft was, in fact, brought down by an exterior force, a missile, you believe.
Once again, here I am, and I wish I could tell you that what you are about to hear has more Christmas cheer within it, but it won't.
I suggest you roll your tape recorders and you get ready to transcribe because what you're about to hear, Bill Donaldson says, is smoking gun evidence that Flight 800 was shot out of the sky.
Now, William S. Donaldson, an aviation consultant who has been studying this TWA crash since it occurred, and evidence that you have never heard before.
unidentified
Bill?
Let me take one minute before I get into the flight data recorder to explain something the NTSB did with their flight tests.
I think it's important that your audience understand the kind of, and I'll use the word deception that went on at that public hearing.
What they did was, of course, they chartered the 747 from Evergreen Air, I guess it was, and they did a series of tests to try and emulate the flight of Flight 800.
Right.
Now, they put temperature probes in the tank.
Their theory, remember, is that the tank spontaneously exploded at altitude.
They said that their scientists said that the maximum explosive force would be, or the range would be between 40 pounds per square inch to 60 pounds per square inch.
And the tank itself will hold about 20 pounds minimum.
So I'll put that as flammable, marginally explosive.
That's right.
Now, here's what they didn't tell you.
And they didn't even cover it in their data when they, the 6,000 pages of stuff they handed all these reporters.
TWA's temperature was 71 degrees when they took off.
There's 17 degrees difference, and that airplane wasn't trying to cool a 90-degree fuselage with all that waste heat going up around the tank.
So what I'm trying to tell you, TWA's tank at altitude was probably 25 degrees cooler than the test aircraft that barely made it into the flammable explosive zone.
Okay, now let's go on to what you're saying is smoking gun, and it is.
It's a big one.
When I got to the hearings, I went as a credentialed reporter for accuracy and media.
And to classify the thing as a public hearing is really a misnomer.
There were very few of the actual people off the street that were allowed into the place.
Anyway, I get this mountain of paper.
One of the most critical things on an air crash investigation, and particularly in civil aviation where they have these flight data recorders, you have a voice recorder and you have a flight data recorder.
The other is recording the aircraft's technical performance up until the very last seconds.
unidentified
Right.
Now, the only reason you put a flight data recorder in an aircraft is to capture the, I mean, it sits there and rides.
Most airplanes, of course, never crash.
So they're sitting there in the event that it does happen that the target, the whole reason that you put that piece of gear, an expensive piece of gear in this airplane, is to be able to recover it and play it back and see exactly what everything in that airplane was doing.
And in between seconds, there are even partial data blocks on some of the stuff.
So when they get to the very end of the tape, the stuff that there's the whole reason the gear's in the airplane, they literally drew a line through the last data block and made a note on the side, end of Flight 800 data.
And when you look at it, it's hard to read through it at first, and you assume, you know, I did, that this was some kind of previous recording or something.
So in other words, you thought that this lined-out last line was not part of the Flight 800 data at all, but rather was part of some previously recorded flights data.
unidentified
Yeah, exactly.
And as it turns out, this type of flight data recorder has about a 30-hour playback, and it was only on the first 30 minutes of flight.
Right, so here's this lined-out last line, hard to decipher, but I take it you managed to decipher the line.
unidentified
Right.
And, well, once you realize that it's a piece of, that it's a valid data line and it is the last second recorded of the flight, it's startling because, for instance, here's what it tells you.
The aircraft was climbing out, and I did a little look at the previous 10 or 15 seconds.
It was climbing about 22.5 feet per second, the airplane was.
Each one of these data iterations going across there.
And all of a sudden, the airplane went from 13,799 feet is what it should have been at that last second.
So in other words, you're telling me this last data line recorded a change in pressure from 13,799 down into the 10,000 range.
unidentified
Right.
Now, what that means is you have to go to an atmospheric table to see what the actual conversion is in real pressure, pounds per square inch.
And the figure is in the neighborhood of 1.32 pounds per square inch.
That doesn't mean a lot to some people, but it does to me and to other people that understand about explosives and things.
Because in order to get a sudden increase of pressure like that, it sounds small, but remember, on the side of an airplane, one square foot is 144 square inches.
So, you know, it adds up when you start looking at area.
How do you know that this pressure difference, which it was sensed and recorded, that you have found, came from an external source?
unidentified
Okay, the reason being, what I did, there's a series of equations that you use when you compute what an explosion will do as far as delivering pressure to a distant point.
And they're not all that complicated, but the bottom line is, what I said is, okay, I'm sure that folks are going to say, well, yeah, the airplane blew up, so the pressure came from the center wing tank.
So I said, all right, I'm going to do the calculations, except instead of using the 60 pounds per square inch in the tank, like the NTSB scientists were saying was the maximum, I'm going to arbitrarily assume that it's 600 pounds per square inch in the tank.
Right, 10 times the pressure, and I'm going to compute what the overpressure would be on that static port 70 feet up the side of the airplane near the nose.
Gotcha.
The answer is 0.43 PSI, pounds per square inch.
That's using a figure 10 times what their explosive people said was the maximum capability of that.
So in other words, there is no way on God's Green Earth and above it, apparently, that an explosion from the center fuel tank could have caused this pressure reading on the external pressure sensor.
So, in other words, had the center tank blown, the data could not have been there because it would have blown that wiring to bits first.
unidentified
Right, exactly correct.
Okay.
Okay, so that, but let's assume that we have the toughest wire in the world, and it's going to last at least a second through the middle of this explosion.
Okay.
It's both the airspeed indication that dropped to 100, down to 100 knots from almost 300, and the altitude both work off the P-DOT static system, they call it, in the aircraft.
These are just simply anomalies produced by the external pressure.
unidentified
Right, the pressure that every time there's an explosion in the atmosphere, there's an overpressure wave that goes out at the speed of sound, and when it hits something, it delivers an overpressure.
Okay, the other sensor is what's called the angle of attack system.
Angle of attack is an instrument that measures the exact angle that the wind is striking the nose of the aircraft.
Normally in flight, and you see in the data that the airplane in that condition climbing at that speed and so on, the angle of attack was three degrees, almost directly on the nose, just three degrees below the nose that the wind was striking the aircraft.
All of a sudden, when this overpressure wave hits, it goes from three degrees to 106 degrees.
Okay, now it suddenly gets blown up past the 90-degree position, and then you see that's one of the data blocks that has two more hits after the main last hit.
And it shows that the vein goes to 106 on that last full data block.
And again, the information you have just presented has come from the last line, which was lined out for some unknown reasoning to the media.
A data recorder.
Right, they were handing the But remember, they're handing this out to reporters, and reporters would go down and say, how come this last line is so screwed up?
unidentified
I don't think they wanted reporters to ask the questions.
Okay, in fact, I'm led to believe that last line is not lined out on the internet.
When they posted this stuff on the internet, it's in plain view.
But let me finish on this angle of attack thing because it's important.
The reason that it's important is that there's two more data hits on the angle of attack system before it shuts off with power.
And they happen a quarter second after the main data line and then a half second after.
And what it shows is that this angle of attack vein goes up to 106 degrees, then a quarter second later it's back down to 30 degrees, and a quarter second after that, it's back down to 3 degrees, which is essentially the normal position.
Now, what that means is that this data is real.
That's exactly what...
Right.
at least a half a second after the last full data block and the vein did exactly what it would have done if it had encountered an outside air explosion.
The simple way would be to drop just a card, a Postcard to Chairman Jimmy Duncan.
He's a congressman from Tennessee, but the way to say it is Chairman of the Aviation Subcommittee, House of Representatives, Washington, D.C., and they'll get it.
We want the truth and the whole truth about Flight 800.
All right, I'm not enough of an aviation expert to poke any holes in what you've just said.
But, you know, off the top of my head, I don't see any holes in what you've just said.
unidentified
So.
Well, Congressman Traffican has already sent questions this morning addressing this very issue to the National Transportation Safety Board demanding answers.