Please check for grammatical errors, punctuation errors, etc. The following are summaries of much longer articles, intended for a reader who is "in the know" about such things.
.This is not intended to spark a discussion about the airliner crashes. The facts/opinions presented are not my own, but those that were stressed by the original author of the summarized articles.
Scarry, Elaine. ?The Fall of TWA 800: The Possibility of Electromagnetic Interference.? The New York Review of Books, 9 Apr. 1998.
While the investigation of TWA 800 has addressed the possibilities of mechanical failure, a bomb within the plane, and a foreign projectile, it has thus far neglected an important fourth possibility. No less than ten military planes and ships were in the vicinity of TWA 800 during its last moments. The electromagnetic signatures of these vehicles can be millions of times more powerful than the personal electronics that are prohibited on flights. That certain military equipment is specifically designed to jam electronics systems should prompt inquiry into the state of these military systems at the time TWA 800 went down.
High Intensity Radiated Fields, or HIRFs, have long been a concern of our military forces. A study on HIRFs by the Air Force prompted a $35 million investigation by the Pentagon. The NTSB investigation of the electromagnetic environment surrounding TWA 800 would benefit greatly from the knowledge that our military has amassed. Unfortunately, these military studies remain closed to the public (as well as the NTSB).
Among the military craft near TWA 800 were a P3 Orion, a Black Hawk helicopter, a Hercules C-130, and an Aegis cruiser. All of these craft are found in different configurations, including configurations geared towards electronic reconnaissance and attack. The P3, C-130, and Aegis are the most potent in their respective electronic warfare configurations.
If the electromagnetic environment surrounding TWA 800 contributed to the catastrophe, possible scenarios should be constructed. It is known that the central fuel tank exploded (either initially, or in the sequence of events leading up to the disaster). This explosion may have been caused by an electrical arc between two wires. A second scenario has HIRFs interacting with fuel vapors to initiate the explosion. A third (and by no means final) possibility is that a sudden electromagnetic pulse interfered with the plane?s systems, initiating the catastrophe.
Scarry, Elaine. ?Swissair 111, TWA 800, and Electromagnetic Interference.? The New York Review of Books, 21 Sep. 2000.
The fatal crashes of SwissAir 111 and TWA 800 are linked by several factors that bring into question the possibility that external influences might have contributed to both catastrophes. A joint investigation between NASA and the Joint Spectrum Center concluded that the electric field strengths in the vicinity of TWA 800 were not strong enough to cause ignition in the central fuel tank. This study relies on data provided by the NTSB, which might in fact be incomplete due to military secrecy. SwissAir 111 suffered a 13-minute loss of radio contact in the same region, and at the same time, where TWA 800 crashed two years earlier. Several submarines and P3 planes were in the vicinity of SwissAir 111. A P3 crossed paths with TWA 800 just 15 seconds before TWA 800 lost its transponder, voice recorder, and data recorder. Future NTSB investigations should seek to fully describe the electromagnetic environment surrounding a crash site immediately following the incident.
Scarry, Elaine. ?The Fall of EgyptAir 990.? The New York Review of Books, 5 Oct. 2000.
Like SwissAir 111 and TWA 800, EgyptAir 990 departed from JFK International Airport on the night of its fatal crash. The NTSB concluded that mechanical malfunction was not the cause. Instead of taking the Bette route (as the ill-fated TWA and SwissAir flights), EgyptAir 990 went through military zone W-105. In doing so EgyptAir may have surprised military controllers, thereby becoming an object of scrutiny for powerful military radar. That EgyptAir 990 was carrying Egyptian military officers might explain why it was being tracked by not one, but two military radars. The facts we know (autopilot disconnect, uncommanded dive, erroneous elevator behavior, and fuel line disconnect) are all consistent with EMI related effects. These symptoms, coupled with the prior two crashes under similar circumstances, prompts for a comprehensive review of the external electromagnetic environment
.This is not intended to spark a discussion about the airliner crashes. The facts/opinions presented are not my own, but those that were stressed by the original author of the summarized articles.
Scarry, Elaine. ?The Fall of TWA 800: The Possibility of Electromagnetic Interference.? The New York Review of Books, 9 Apr. 1998.
While the investigation of TWA 800 has addressed the possibilities of mechanical failure, a bomb within the plane, and a foreign projectile, it has thus far neglected an important fourth possibility. No less than ten military planes and ships were in the vicinity of TWA 800 during its last moments. The electromagnetic signatures of these vehicles can be millions of times more powerful than the personal electronics that are prohibited on flights. That certain military equipment is specifically designed to jam electronics systems should prompt inquiry into the state of these military systems at the time TWA 800 went down.
High Intensity Radiated Fields, or HIRFs, have long been a concern of our military forces. A study on HIRFs by the Air Force prompted a $35 million investigation by the Pentagon. The NTSB investigation of the electromagnetic environment surrounding TWA 800 would benefit greatly from the knowledge that our military has amassed. Unfortunately, these military studies remain closed to the public (as well as the NTSB).
Among the military craft near TWA 800 were a P3 Orion, a Black Hawk helicopter, a Hercules C-130, and an Aegis cruiser. All of these craft are found in different configurations, including configurations geared towards electronic reconnaissance and attack. The P3, C-130, and Aegis are the most potent in their respective electronic warfare configurations.
If the electromagnetic environment surrounding TWA 800 contributed to the catastrophe, possible scenarios should be constructed. It is known that the central fuel tank exploded (either initially, or in the sequence of events leading up to the disaster). This explosion may have been caused by an electrical arc between two wires. A second scenario has HIRFs interacting with fuel vapors to initiate the explosion. A third (and by no means final) possibility is that a sudden electromagnetic pulse interfered with the plane?s systems, initiating the catastrophe.
Scarry, Elaine. ?Swissair 111, TWA 800, and Electromagnetic Interference.? The New York Review of Books, 21 Sep. 2000.
The fatal crashes of SwissAir 111 and TWA 800 are linked by several factors that bring into question the possibility that external influences might have contributed to both catastrophes. A joint investigation between NASA and the Joint Spectrum Center concluded that the electric field strengths in the vicinity of TWA 800 were not strong enough to cause ignition in the central fuel tank. This study relies on data provided by the NTSB, which might in fact be incomplete due to military secrecy. SwissAir 111 suffered a 13-minute loss of radio contact in the same region, and at the same time, where TWA 800 crashed two years earlier. Several submarines and P3 planes were in the vicinity of SwissAir 111. A P3 crossed paths with TWA 800 just 15 seconds before TWA 800 lost its transponder, voice recorder, and data recorder. Future NTSB investigations should seek to fully describe the electromagnetic environment surrounding a crash site immediately following the incident.
Scarry, Elaine. ?The Fall of EgyptAir 990.? The New York Review of Books, 5 Oct. 2000.
Like SwissAir 111 and TWA 800, EgyptAir 990 departed from JFK International Airport on the night of its fatal crash. The NTSB concluded that mechanical malfunction was not the cause. Instead of taking the Bette route (as the ill-fated TWA and SwissAir flights), EgyptAir 990 went through military zone W-105. In doing so EgyptAir may have surprised military controllers, thereby becoming an object of scrutiny for powerful military radar. That EgyptAir 990 was carrying Egyptian military officers might explain why it was being tracked by not one, but two military radars. The facts we know (autopilot disconnect, uncommanded dive, erroneous elevator behavior, and fuel line disconnect) are all consistent with EMI related effects. These symptoms, coupled with the prior two crashes under similar circumstances, prompts for a comprehensive review of the external electromagnetic environment
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