Boeing 747 Hull Ruptures in Flight.

Forward cargo doors are opening inadvertently in flight in high time Boeing 747s, causing death and destruction, AI 182, PA 103, UAL 811, and TWA 800. Full documentation for claim is on URL http://www.corazon.com/crashcontentspagelinks.html or click on 'contents' below.

Contents




First Boeing 747





Forward Cargo Door, main equipment center, number three engine, right wing fillet all seen clearly




Inside.





Forward cargo door seen closed


Comment: These pictures of all models of Boeing 747 show the relationships among forward cargo door, the number three engine, the nose, the main equipment compartment, passenger seating, and large tail.

Boeing 747
Passenger aircraft, 1968
Development:
First Model 747 prototype was completed on September 30, 1968. It made its first flight on February 9, 1969.
Modifications:
Model 747-100 - first production version, seating for 500, first flight January 22, 1970
Model 747-100B - CF6-45A2 engines, first flight June 21, 1979
Model 747-200B - increased payload capacity, first flight November 18, 1974, entered service March 1975
Model 747-200C - convertible passenger/cargo version, first flight March 23, 1973, entered service December 5, 1973
Model 747-200F - cargo version with opening nose (similar to C-5 or An-124), first flight November 30, 1971, entered service April 19, 1972
Model 747-300 - extended upper deck, first flight January 1983
Model 747-400 - increased range, passenger capacity, first flight April 29, 1988
Model 747-SP - smaller, long-range version with seating for 400 and range of 11000 km
Model 747-SR - short-range version of Model 747-100
VC-25A - Air Force One special transport based on Model 747-200B, first flight September 6, 1990
Service:
With American Airlines, Continental Airlines, United Airlines, Pan American, Federal Express, TWA, Northwest Airlines.
Data for Model 747-100B
Crew: 3
Wingspan: 59.6 m
Length: 70.5 m
Height: 19.3 m
Wing area: 511.0 sq. m
Empty weight: 238820 kg
Takeoff weight: 322050 kg
Engines: 4xPratt & Whitney JT9D-7, 193.5 kN of thrust each
Max. speed: 1024 km/h
Cruise speed: 963 km/h
Landing speed: 260 km/h
Climb rate: 10.2 m/s
Cruise ceiling: 13715 m
Takeoff roll: 2896 m
Landing roll: 1875 m
Range: 9580 km
Payload: 452 passengers

The open minds ask these questions in any order:

1. How and why does forward cargo door open in flight?

2. How does open door in flight cause nose to come off for AI 182, PA 103,

and TWA 800?

3. Why did nose of UAL 811 stay on?

4. AI 182 and PA 103 not a bomb?

5. TWA 800 not center tank as initial event?

6. Explosive decompression enough to tear nose off?

7. Is there a conspiracy to keep cargo door explanation quiet?

Let me answer those basic questions briefly:

1. I don't know about AI 182, PA 103, or TWA 800, but UAL 811 door open

cause was electrical short to door motor to unlatch position which overrode

safety locking sectors and failed switch and door unlatched and opened. PA

103 and UAL 811 had total forward cargo door openings while AI 182 and TWA

800 had rupture at aft midspan latch with bottom eight latches holding

tight. Door openings were probably a result of aging aircraft, out of rig

door, chafed aging faulty poly-x wiring, weakened Section 41 area, design

weakness of no locking sectors for midspan latches, AAR 92/02, page 12,

(Encl 26) and only one latch per eight feet of vertical door. AI 182, PA

103, and TWA 800 had similar circumstances.

2. Cargo door opens and huge ten by thirty foot hole appears in nose,

structural members of door and frame are missing, floor beams are

fractured, bent, and broken, aircraft direction is askew, flight control

surfaces affected, engines damaged, and 300 knots, more than the fastest

hurricane or force five tornado on earth, hits damaged area and tears nose

off within three to five seconds.

3. Nose of UAL 811 may have stayed on because pilot said he had just come

off autopilot and did not fight plane as it gyrated, or plane was younger

than others, or the time from door opening to tearing off was 1.5 seconds

and allowed the pressurization to be relieved somewhat and six less feet of

width of hole was torn off. Cargo door inadvertently opened on the ground

during UAL preflight in 1991 and no damage was done. Cargo door opened in

flight two inches on PA 125 in 1987 and stayed attached to fuselage and

only damage was cost of fuel dumped. Cargo door opened in flight for UAL

811 in 1989 and nine died when door tore off. Cargo door explanation for AI

182, PA 103, and TWA 800 has door opening inflight, tearing off, and then

nose tearing off leading to three similar accident wreckage patterns,

debris fields and total destruction. Door openings have different

consequences depending on altitude, speed and mode of flight.

4. Yes, not a bomb for AI 182 and PA 103 as initial event. Evidence refutes

bomb explanation and is in government accident reports which careful

analysis will reveal and documented on www.corazon.com. Those accident

investigators did not have the benefit of hindsight, the internet, or

several subsequent similar accidents to compare and draw different

conclusions.

5. Center tank exploded yes, but after door ruptured/opened, hole appeared

in nose, nose torn off in wind, fuselage falling with disintegrating fuel

tanks and ignited by fodded and on fire engine number 3 or 4 at 7500 feet

thereby explaining the Chairman's question, "Why so few bodies burned?" The

answer is they were not there to be burned. The nose came off with the

passengers inside cabin and descended to ocean alone. The center tank

exploded into nothingness not the passenger compartment.

6. Explosive decompression is enough to rupture pressurized hull at weak

spot, one latch for eight feet of door, in a weak area, Section 41, but not

enough to tear nose off. The ultimate destructive force is the 300 knots of

slipstream, more powerful than any wind on earth. If cargo door popped in

balloon, the large hole would appear but the nose would stay on. In a

tornado, nose comes off within three to five seconds.

7. There is no conspiracy, no plot, no coverup by anyone involved with the

cargo door explanation:

a. No conspiracy of Sikh terrorists named Singh to put a bomb on AI 182;

the door ruptured in flight.

b. No conspiracy of Libyan terrorists or whoever to put a bomb on PA 103;

the door ruptured in flight.

c. No conspiracy to detonate a bomb on UAL 811 as the passengers thought,

as the crew thought and told the tower who told the Coast Guard and crash

crews on the ground as they prepared for a wounded 747 coming in after a

bomb blast; the door ruptured in flight.

d. No conspiracy to put a bomb on TWA 800, no conspiracy of terrorists to

shoot a missile, no coverup by US Navy to hide accidental shootdown, no

coverup by Boeing, NTSB, FAA, TWA who know the cargo door is the problem

and are hiding that knowledge; the door ruptured in flight.

 

There is no conspiracy or cover up or plot but it is understandable for the

public and others to believe that explanation: Cargo door cause is subtle.

1. The explosive decompression of door rupture mimics a bomb with noise and

blast effects.

2. The events happen years apart in different jurisdictions with different

airlines.

3. Explosive decompression of door rupture leaves no direct evidence such

as soot, only noise on CVR tape.

4. The cargo door manufacturer and operator are large and highly respected

companies.

5. Explosive decompression causes secondary diversionary effects such as

fireball from center tank explosion and relatively mild blast in cargo

compartment of incendiary device.

6. A door opening and slipstream are considered trivial things by the

public who thinks of a car trunk opening at highway speed not understanding

high internal force of pressurization, large size of cargo door, and

destructive force of 320 miles per hour on weakened structure.

7. Cargo door explanation assumes responsibility for rupture by

manufacturer, operator, government, while bomb or missile can be blamed

elsewhere.

 

 

Contents
747specsheet.html Boeing 747 Specifications and history
747historycontents.html Illustrated history of Boeing 747, problems, construction pictures, and stretching.
747-121dimensions.html Drawing of Boeing 747-121
747cargo door and nose Pictures and drawings of cargo door and nose of Boeing 747
747seating.html Boeing 747-100 series and-200 series seating.
747crashes.html List of Boeing 747 crashes.
barryhome.html John Barry Smith home page
Boeing Manufacturer of 747
NTSB United States National Transportation Safety Board
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