Immediately following this NTSB final "Sunshine Meeting",
the NTSB Investigator-in-Charge, "Dean" Kampschror,
approached the ALPA-Coordinator;
the IIC offered this final "consoling remark":
"You put up a tough fight, but
we couldn't let you fault the world's
most used airplane at this time."
[Exhibit, . . . . Gibson Attorneys' Petition, dated May 2 1991.]
Buzz Bissinger's award winning special feature appeared two weeks earlier in the St. Paul Pioneer Press (a local story since most of the passengers lived in Minnesota).
The web offers two of the sections from that long print-feature, "The Plane that Fell From the Sky":
another pdf covers "The Investigation" (pdf 2Mb) ,
and is available also as images in a slideshow.
Later, in July'83, CBS-TV's
CBS Reports used that same title.
Lessons from the Boeing-led
Night FL390 CRZ Yaw x Roll = DIVE
B727 N840TW, TWA 841 / 4Apr'79
Failure - Interactions
I do not agree
Infusing moral values
into science . . .
If the mishap pilots had manipulated the flap /slat controls (as purported in The Boeing Scenario), then USA-NTSB had finally judged those mishap-pilots of also having committed perjury:
-- in denying the accusation during deposition at Inglewood CA on 12Apr79, Captain's transcript pg 46-47, answering the direct question from Fred Rathke;
-- additionally in the NTSB-docket is an affidavit (dated Nov29th'1979) again describing the Captains account explicitly stating that there had been no deployment of flap/slats prior to the upset-dive.
The NTSB's choice of "facts" about the initial upset :
Whatever fit with The Boeing Scenario
(NTSB selectively accepted or rejected direct evidence).
Seattle Times, June 10th, 1981, pg A10.