Let me address a few things......Anjin.....There ARE Cessna's in the database......I don't know where you were looking, but frankly there are many......I have tried to narrow the search here to the Metro area, or at least the MidAtlantic region, as a starting point.....Many "possibles" are far from the NY area, and may or may not be worthy of investigation.....The NJ aircraft I located is NOT a Cessna as you will see:
N-number : N37760
Aircraft Serial Number : 969
Aircraft Manufacturer : NORTHWESTERN
Model : PORTERFIELD CP-50
Aircraft Year : 1941
Owner Name : EAZU CO
Owner Address : 20 TERRACE
HASBROUCK HGTS, NJ, 93523-0273
Registration Date : Not Specified
Airworthiness Certificate Type : Standard
Approved Operations : Not Specified
N-number : N3776F
Aircraft Serial Number : 17255271
Aircraft Manufacturer : CESSNA
Model : 172H
Engine Manufacturer : CONT MOTOR
Model : 0-300 SER
Aircraft Year : 1966
Owner Name : CHAGARLAMUDI ANIL K
Owner Address : 2025 CHIPMUNK CT
BEAR, DE, 19701-2754
Registration Date : 24-Jul-1996
Airworthiness Certificate Type : Standard
Approved Operations : Normal
N-number : N3776E
Aircraft Serial Number : 7AC-7059
Aircraft Manufacturer : AERONCA
Model : 7AC
Engine Manufacturer : CONT MOTOR
Model : A&C65 SERIES
Aircraft Year : 1947
Owner Name : FERRELL MICHAEL L
Owner Address : 1368 MOUNT PLEASANT RD
MOUNT PLEASANT, PA, 15666-4906
Registration Date : 11-Jan-2000
Airworthiness Certificate Type : Standard
Approved Operations : Not Specified
I haven't had the time to pursue any of these, perhaps someone could run with the ball, if they are able.
Trevor: The tone of your post would seem to indicate that I may have some doubts re: Bob's sources.....The CD is a valuable tool, however, it would certainly be more useful to obtain if possible the raw tower transmissions that are relevant to "776"......I agree with anjin that something may "smell"...although right now, I don't what that is......FYI I'll state my position:......which I relayed to Bob today......I have NO preconceived notions re: Flight 800 other than, I didn't believe the official explanation as it began to unfold years ago, and find the "accident" scenario much less appealing as time goes on.......I have NO firm conclusions in my mind what downed Flight 800........But, if I had to conjecture, I would lean towards a missile.......The CWT spark theory is in my opinion "rubbish".
N37760, a 1941 model Porterfield, would end radio transmissions after INITIAL Contact (when he would use his complete N number as his callsign) with Porterfield 760. (Dropping the first two digets.)
N3776F, a C-172H, would end radio transmissions with 76 Foxtrot after INITIAL Callup.
N3776E, a 7AC Aeronca Champ, would end radio transmissions (if he had one) after INITIAL callup with 76 Echo.
Do you see what I'm getting at, John? If N776 were a civilian aircraft, when he made INITIAL contact 10 miles out inbound, he would have used his FULL callsign, which includes aircraft type (Cessna or Skyhawk, if a C-172) and the FULL tail number. He didn't do that. Note that +26 minutes have elapsed since 800 went in. He (776) reports 10 out, inbound, then reports 800 EXACTLY 11 miles, bearing 037. The distance is EXACT, the Bearing is 180 degrees off. Which could be explained by a SNAFU in reading the reciprical, rather than the Bearing FROM on the TACAN readout. The DME was correct. Twenty-six minutes is plenty of time to "stand-by in orbit" while waiting for further instructions from someone above my pay-grade.
Look at JOLLY 14. He's a Sikorsky H-60 helicopter.
N776 could be (excuse the "could be", NoFOB) NAVY 776, or SKYHAWK 776, a Douglas A4. And omitting his aircraft type and and FULL tail number on INITIAL contact with Gabreski Tower tells me that Tower knew who he was and had been working him all along, but released him. Re-establishing contact, the pilot spoke as if he had never been released.
With the discrepancys in normal radio procedures indicated in the transcript by pilots supposedly adept in operating in Class B airspace, I cannot help but be suspicous as to the accuracy of that transcript regarding a witness to a "boat leaving**to the westerly direction".
N37760, a 1941 model Porterfield, would end radio transmissions after INITIAL Contact (when he would use his complete N number as his callsign) with Porterfield 760. (Dropping the first two digets.)
N3776F, a C-172H, would end radio transmissions with 76 Foxtrot after INITIAL Callup.
N3776E, a 7AC Aeronca Champ, would end radio transmissions (if he had one) after INITIAL callup with 76 Echo.
Do you see what I'm getting at, John? If N776 were a civilian aircraft, when he made INITIAL contact 10 miles out inbound, he would have used his FULL callsign, which includes aircraft type (Cessna or Skyhawk, if a C-172) and the FULL tail number. He didn't do that. Note that +26 minutes have elapsed since 800 went in. He (776) reports 10 out, inbound, then reports 800 EXACTLY 11 miles, bearing 037. The distance is EXACT, the Bearing is 180 degrees off. Which could be explained by a SNAFU in reading the reciprical, rather than the Bearing FROM on the TACAN readout. The DME was correct. Twenty-six minutes is plenty of time to "stand-by in orbit" while waiting for further instructions from someone above my pay-grade.
Look at JOLLY 14. He's a Sikorsky H-60 helicopter.
N776 could be (excuse the "could be", NoFOB) NAVY 776, or SKYHAWK 776, a Douglas A4. And omitting his aircraft type and and FULL tail number on INITIAL contact with Gabreski Tower tells me that Tower knew who he was and had been working him all along, but released him. Re-establishing contact, the pilot spoke as if he had never been released.
With the discrepancys in normal radio procedures indicated in the transcript by pilots supposedly adept in operating in Class B airspace, I cannot help but be suspicous as to the accuracy of that transcript regarding a witness to a "boat leaving**to the westerly direction".
