On This Day — 1,000 Boeing 747 Jumbo Plane Produced (September 10 1993) [Update : Why I ruled out the Lockerbie bomb theory]

“There was a single primary return received (…) 16 seconds before SSR returns were lost. […] No explanation can be offered for its presence.”

Pan AM 103 AAIB

Kalitta Air (Brussels — May 25, 2008) — Boeing 747 split in two pieces after hit by a bird during take-off…

September 10 2020 — Boeing has delivered more than 1,500 of these jets since 1970. The 747 has been involved in 60 hull losses, resulting in 3,722 fatalities. The destruction in flight of three Boeing-747 remains the subject of intense debates to this day: AIR INDIA 182, PAN AM 103, and TWA 800. Follow us on Twitter: @INTEL_TODAY

RELATED POST: Two Years Ago — CIA Asset Dr Richard Fuisz : TEREX & Lockerbie

RELATED POST: Lockerbie — “Till Truth Do Us Part” [The Legend of the Iranian Payment]

RELATED POST: The Dark Past of Special Prosecutor Robert Mueller — The Bulger Gang, Lockerbie, Anthrax… An Exceptional Failure All Round.

RELATED POST: UK — National Archives Release Prime Ministerial 1993 Papers, Withhold Lockerbie File


“I tend to the view that the [Lockerbie] disaster is due to mechanical failure. Although I keep an open mind, I have great doubts about the bomb theory.”

William Trench — Chief inspector of Air Accidents from 1974 to 1981 (December 27 1988)

UPDATE (September 10 2021) — On September 10 1993, “The X-Files”, created by Chris Carter and starring David Duchovny and Gillian Anderson made its debut on Fox!

RELATED POST: Havana Syndrome — Chris Carter [X-Files] : “I Believe the Havana Syndrome and your government denied it.” [Intel Today : What was the motive of these attacks? Here is a plausible scenario.]

Did you know that there is a real Lockerbie X File? This set of docs deals with Major McKee, CIA Matt Gannon — and others US personnel — who died on Pan Am 103. It probably also deals with the large amount of cash and drugs recovered from the crash site. Who needs fiction?

No sound of an explosion is recorded. Only the sound of the break-up of the plane is recorded at a time perfectly consistent with the first (southern) debris line. Many seconds BEFORE the break-up of Pan Am 103, an unexplained Radar Return (black square) was recorded by TWO radar stations. And you can guess where it may have landed.

As I have explained, there is ZERO evidence of a bomb having caused the tragedy of Pan Am 103. I have summarized all my research on this subject in a single graphic.

RELATED POST: Lockerbie — Why I ruled out the bomb theory [Technical Analysis of the Debris Lines]

I would argue that anyone who understands these data does not need to wait until at least 2026, and possibly much longer, to determine the real cause of the tragedy. It is plain obvious!

Here are some of my findings and conclusions:

“The first piece off the aircraft indicates where the accident occurred.” And yet, the AAIB investigators made not attempt to identify this piece and where it landed.

The tale-telling radar return recorded a few seconds before the destruction of the plane was quietly ignored.

The AAIB report makes no mention of the pieces of the aircraft that fell near Torbeckhill, despite the fact that are are necessarily the first that detached from the aircraft.

The analysis of the southern debris line was clearly fudged to allow the possibility of a bomb theory.

All Lockerbie air accident investigation reports [dating from 1990 Jan 01 to 1992 Dec 31] have been classified. When the 30 years period approached, these documents were re-classified until at least 2026, and possibly indefinitely.

Why on earth? What do you think they are hiding?

On top of that, as I have explained in my book, there is ZERO evidence of SEMTEX and it is abundantly clear that the evidence of the IED timer has been fabricated.

Therefore, I have come to the only reasonable conclusion compatible with the facts.

Pan Am Flight 103 disintegrated in flight over Lockerbie because of a massive structural failure due to well-known issues of metal fatigue in section 41 and 42 of the Boeing 747 (Series 100 & 200), not because of an explosive device.

The pieces of the aircraft recovered near Torbeckhill almost certainly explained what caused the tragic chain of events.

Why the secrecy?

On July 24 2018, the UK National Archives released files from the Prime Minister’s Office and Cabinet Office predominantly covering the year of 1993. A Lockerbie file dated 1992-93 was however withheld.

Two years before, on November 2 2016, the UK Government [Department for Business, Energy & Industrial Strategy (BEIS)] decided to withhold all Lockerbie air accident investigation reports [dating from 1990 Jan 01 to 1992 Dec 31] until at least 2026, and possibly indefinitely.

Why on earth?

Why on earth would the UK Government decide to withhold these technical reports if they did not reveal foul play or gross incompetence?

If ever released, these reports will show that the AAIB investigators knew all along that there was no bomb on Pan Am Flight 103, and that they knew the real cause of the tragedy long before the crash even happened.


“The Lockerbie verdict is based on a fictional story. Any similarity with real events or characters is purely coincidental.”

Lockerbie – Three Decades of Lies: J’Accuse…!

UPDATE (September 10 2020) — New Evidence and Logic have led me to rewrite 30 years of History.

In my book [Lockerbie — Three Decades of Lies: J’Accuse…!] I conclude that Pan Am Flight 103 disintegrated in flight over Lockerbie (December 21 1988) because of a massive structural failure due to well-known issues of metal fatigue in section 41 and 42 of the Boeing 747 (Series 100 & 200), not because of an explosive device.

RELATED POST: Lockerbie – The TRUTH, And Now What? [Leo Tolstoy on Time and Truth] — [UPDATE : Quick Note from Lobster Magazine]

As a result of my research, I expected that the FAA would investigate similar Boeing manufacturing flaws as new generations of Boeing airliners may have inherited a mild form of that disease. It is happening. Coincidence?

RELATED POST: Lockerbie — FAA investigating Boeing 787 manufacturing flaws. Coincidence?

Tam Dalyell was MP for Linlithgow for 43 years and Father of the House of Commons when he retired from Westminster in 2005.

During an official dinner, Dalyell asked Thatcher why in 800 pages of her Memoirs, she did not mention Lockerbie once?’

Mrs Thatcher replied:

“Because I do not know what happened and I do not write about things that I do not know about.”

This answer can not be entirely true. In her memoirs — The Downing Street Years (Memoirs 1993, pp 448-9) — British prime minister Margaret Thatcher wrote:

“[Operation El Dorado Canyon] turned out to be a more decisive blow against Libyan-sponsored terrorism than I could ever have imagined. (…)

There were revenge killings of British hostages organized by Libya, which I bitterly regretted. But the much-vaunted Libyan counter attack did not and could not take place. (…)

There was a marked decline in Libyan-sponsored terrorism in succeeding years.”

Published two years after the indictment of Fhimah and Megrahi, Thatcher’s Memoirs is evidence that the Iron Lady was well aware that Libya had no involvement in the Lockerbie tragedy.


“Aviation investigations are replete with accident scenarios that couldn’t happen. And given the lack of bomb evidence so far, neither scenario has been ruled out, officials said. First is the possibility that the doomed plane’s front section, which has a history of structural fatigue cracks and must undergo regular inspections, simply unzipped from the rest of the plane as weakened structural frames gave way.”

TWA 800 — Washington Post August 1 1996

Lockerbie — Three Decades of Lies: J’Accuse…!

QUICK NOTES — To make it easier for the readers to retrieve various chapters of this book, I have created a special page  “Lockerbie” where all the links to the chapters will be listed with a brief description. You can access that page directly as it appears at the far right of the top bar of this blog. END of NOTES

Lockerbie — Three Decades of Lies: J’Accuse…!

The official stories of these three tragedies are doubted by very serious people, and for very good reasons I must add.


Air India Flight 182 was an Air India flight operating on the Montreal, Canada–London, UK–Delhi, India route. On 23 June 1985, the Boeing 747-237B serving the flight (c/n 21473/330, registration VT-EFO, “Emperor Kanishka”) was destroyed by a bomb at an altitude of 31,000 feet (9,400 m). It crashed into the Atlantic Ocean while in Irish airspace. It was the first bombing of a 747 jumbo jet. A total of 329 people were killed, including 268 Canadian citizens, 27 Britons and 24 Indians. [WIKIPEDIA]

PAN AM 103

The aircraft operating Pan Am Flight 103 was a Boeing 747–121, registered N739PA and named Clipper Maid of the Seas, formerly named Clipper Morning Light prior to 1979. It was the 15th 747 built and was delivered in February 1970, one month after the first 747 entered service with Pan Am. At the time of its destruction, Clipper Maid of the Seas was 18 years of age and had accumulated over 75,000 flying hours. [WIKIPEDIA] The plane had 16497 cycles.

TWA 800

Trans World Airlines Flight 800 (TWA 800) was a Boeing 747-100 which exploded and crashed into the Atlantic Ocean near East Moriches, New York, on July 17, 1996, at about 8:31 p.m. EDT, 12 minutes after takeoff from John F. Kennedy International Airport on a scheduled international passenger flight to Rome, with a stopover in Paris. All 230 people on board were killed in the third-deadliest aviation accident in U.S. territory.

The accident airplane, registration N93119, (Boeing 747-131) was manufactured by Boeing in July 1971; it had been ordered by Eastern Air Lines, but after Eastern cancelled its 747 orders, the plane was purchased new by TWA. The aircraft had completed 16,869 flights with 93,303 hours of operation. [WIKIPEDIA]

Intense Debates & Suspicion of Cover-up

In the case of India Air 182 and Lockerbie, Intelligence Agencies are suspected — at the very least — of withholding crucial information.

In the case of TWA 800, the FBI is known to have attempted to hide vital information pointing to a mechanical failure while trying to portray the accident as an act of terrorism.

“FBI’s former chief metallurgist, William Tobin, testified that bureau officials repeatedly and angrily dismissed scientific evidence that pointed to a mechanical malfunction.”

“The FBI didn’t want to hear about anything but a missile or a bomb, because otherwise there was no FBI case,” said Grassley, chairman of the Judiciary subcommittee on administrative oversight.

“Their conduct was disturbing from the very beginning.” [Washington Post May 9 1999]

On the very day of this tragedy, US President Bill Clinton recorded his thoughts. I do not have the transcripts, but I remember it quite well.

“The Iranians have done this. They want war. I am fucked if I give them war and I am fucked if I don’t. Either way, I won’t be re-elected.”

Old before their time

Wherever the truth may lie, there is at the very least one fact about these disasters that cannot be disputed.

In each case, the front section detached from the main body of the plane and  thus landed earlier that the rest of the plane.

In the mid 80′, Boeing had noticed a serious engineering problem with the front section of the Boeing 747.

In short, due to the unusual shape of that part of the plane, fatigue effects on the structure of section 41 (and to a lesser extent section 42) were far more severe than anticipated. The issue had been expected but underestimated.

Boeing introduced about two dozen “Airworthiness Directives” requiring immediate inspections and repairs. All 747 planes built after the 686th were constructed according to a new design.

It is also said that Boeing switched to a different aluminum-alloy for some critical parts.

Carl A. Davies has researched this issue and published a very interesting book: PLANE TRUTH.

Cracks near section 41 due to the fatigue effect

Davies points out that the 747 had been expected to serve 20 years, 20,000 cycles or 60,000 hours.

But the problems encountered with section 41 made it clear that these expectations were not realistic. In some case, “fatigue cracks” would appear as soon as after just 6,500 cycles.

For what it is worth, I understand that in each of these disasters, the “Black Box” recorded one single loud noise believed to have been caused by the breaking-up of the plane. That is right. There is no record of an explosion sound!

This picture shows the last radar returns of PA103. The unexplained return — marked by the rhombus on the right side of the second return before last — has been recorded by TWO radar stations.

Kalitta Air 747 Overrun Crash – Airframe Fractured


Boeing Considers Ending Production of 747


FBI Sought to Suppress Report on TWA Crash

BOOK: PLANE TRUTH – Carl A. Davies


On This Day — 1,000 Boeing 747 jumbo plane produced (September 10 1993)

On This Day — 1,000 Boeing 747 Jumbo Plane Produced (September 10 1993) [2019]

On This Day — 1,000 Boeing 747 Jumbo Plane Produced (September 10 1993) [2020]

On This Day — 1,000 Boeing 747 Jumbo Plane Produced (September 10 1993) [Update : Why I ruled out the Lockerbie bomb theory]

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