a_hypothesis
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| The first witness to notice anything unusual was in a position 11 miles from the crash site. She saw a violet red light burning on the fuselage. There was found, in the wreckage, a battery terminal with "an arc produced mark". Could the violet red light have been evidence of the beginning of the fire? And could this violet-red light have been akin to the type of brilliant light, similar to an arc one sees made by a welder, and that this may have been produced by the shorting out of one of the plane's batteries? It is important to note that she reported //not// seeing any smoke coming from the aircraft at that time. | The first witness to notice anything unusual was in a position 11 miles from the crash site. She saw a violet red light burning on the fuselage. There was found, in the wreckage, a battery terminal with "an arc produced mark". Could the violet red light have been evidence of the beginning of the fire? And could this violet-red light have been akin to the type of brilliant light, similar to an arc one sees made by a welder, and that this may have been produced by the shorting out of one of the plane's batteries? It is important to note that she reported //not// seeing any smoke coming from the aircraft at that time. | ||
| - | A different witness, a bit later, was the first to report seeing smoke and also saw brown spots on the fuselage resembling peeling paint. The aircraft, at that time, was five miles from the crash site. Several witnesses, an additional mile further along the flight path, reported seeing smoke coming from the aircraft after it passed them. **UPDATE** During the Civil Aeronautics Board public hearing in Knoxville that took place in January 1965: Roy C. Reed, Route 2 Parrottsville, gave testimony that he was standing on a rock midstream of the Nolichuckey River when the plane went overhead. "I heard it first and it sounded like a jet, but then I saw the black smoke trailing behind it and I knew it was not a jet". **He saw brown spots on the fuselage ahead of the wings and on the wings beneath the fuselage.** "They looked like burned spots". | + | A different witness, a bit later, was the first to report seeing smoke and also saw brown spots on the fuselage resembling peeling paint. The aircraft, at that time, was five miles from the crash site. Several witnesses, an additional mile further along the flight path, reported seeing smoke coming from the aircraft after it passed them. **UPDATE** During the Civil Aeronautics Board public hearing in Knoxville that took place in January 1965: Roy C. Reed, Route 2 Parrottsville, gave testimony that he was standing on a rock midstream of the Nolichuckey River when the plane went overhead. "'I heard it first and it sounded like a jet, but then I saw the black smoke trailing behind it and I knew it was not a jet'. __"He saw brown spots on the fuselage ahead of the wings and on the wings beneath the fuselage.__ 'They looked like burned spots'". * |
| Second, we also know something else. This is perhaps the foremost reason why I believe a fire did not break out until a good distance after the flight crew's last communication: We know that, according to toxicological examination, no elevated levels of carbon monoxide were found among the passengers. Page 11 CAB Report: **Histological examination of the seven respiratory tract specimens recovered revealed only a small number of carbon particles in each.** The free fall victim, who died of injuries from impacting the ground, likewise had only a few carbon particles found in his trachea and a carbon monoxide level of 5% in his blood. Any level below 10% is considered negative. Blood samples of cigarette smokers can have a 5% level of carbon monoxide. Therefore, in my opinion, these low levels show that the passengers were not exposed to overwhelming smoke resulting from a fire until a minute or two before the crash. | Second, we also know something else. This is perhaps the foremost reason why I believe a fire did not break out until a good distance after the flight crew's last communication: We know that, according to toxicological examination, no elevated levels of carbon monoxide were found among the passengers. Page 11 CAB Report: **Histological examination of the seven respiratory tract specimens recovered revealed only a small number of carbon particles in each.** The free fall victim, who died of injuries from impacting the ground, likewise had only a few carbon particles found in his trachea and a carbon monoxide level of 5% in his blood. Any level below 10% is considered negative. Blood samples of cigarette smokers can have a 5% level of carbon monoxide. Therefore, in my opinion, these low levels show that the passengers were not exposed to overwhelming smoke resulting from a fire until a minute or two before the crash. | ||
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| In 1971, the Marathon Sonotone battery on board Aloha Airlines Flight 845 burned a large hole (roughly two square feet) through the floor of the aircraft's cabin, while also burning through the flight control push rods, in the elapsed time of two or three minutes, as the plane sat on the runway at Honolulu Airport. The interior of the Aloha 845 Vickers Viscount 745D was heavily damaged with "the most severe fire and heat damage exist(ing) in the passenger compartment in the vicinity of Seat Row 4." The left aircraft battery tray was located directly beneath the hole found in the floor. | In 1971, the Marathon Sonotone battery on board Aloha Airlines Flight 845 burned a large hole (roughly two square feet) through the floor of the aircraft's cabin, while also burning through the flight control push rods, in the elapsed time of two or three minutes, as the plane sat on the runway at Honolulu Airport. The interior of the Aloha 845 Vickers Viscount 745D was heavily damaged with "the most severe fire and heat damage exist(ing) in the passenger compartment in the vicinity of Seat Row 4." The left aircraft battery tray was located directly beneath the hole found in the floor. | ||
| - | The CAB report analysis of United 823's wreckage lists the area below the #4 window, on the left side of the plane (Fuselage Station 388 to 495), as being an area of heavy sooting and fire damage. | + | The CAB report analysis of United 823's wreckage lists the area below the #4 window, on the left side of the plane (Fuselage Station 388 to 495), as being an area of heavy sooting and fire damage. |
| The free fall victim on United Flight 823 jumped from the aircraft one and a half miles from the crash site by way of the #4 emergency window. While a passenger seating manifest has, so far, not surfaced in this investigation, Robert Serling's book provides a clue as to where the free fall victim was seated on the aircraft; **"...He was an elderly lawyer who made the Washington-Huntsville trip frequently. He did not like to fly and was nervous in a plane. He told friends that if anything happened on a flight, he would prefer to jump rather than be trapped in flaming wreckage. He invariably sat next to an emergency window exit, apparently for that very reason..."** Invariably means "without exception". Therefore, it is reasonable to have the opinion that, on July 9, the free fall victim was seated in Row #4, on the left side, next to the #4 Emergency Window. | The free fall victim on United Flight 823 jumped from the aircraft one and a half miles from the crash site by way of the #4 emergency window. While a passenger seating manifest has, so far, not surfaced in this investigation, Robert Serling's book provides a clue as to where the free fall victim was seated on the aircraft; **"...He was an elderly lawyer who made the Washington-Huntsville trip frequently. He did not like to fly and was nervous in a plane. He told friends that if anything happened on a flight, he would prefer to jump rather than be trapped in flaming wreckage. He invariably sat next to an emergency window exit, apparently for that very reason..."** Invariably means "without exception". Therefore, it is reasonable to have the opinion that, on July 9, the free fall victim was seated in Row #4, on the left side, next to the #4 Emergency Window. | ||
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| To be continued... | To be continued... | ||
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| + | *Knoxville News-Sentinel January 13, 1965 | ||
| [[tennessee_aeronautics_chart|Tennessee Aeronautics Chart]] | [[tennessee_aeronautics_chart|Tennessee Aeronautics Chart]] | ||
a_hypothesis.txt ยท Last modified: 2016/06/09 11:02 by tom
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