Lahr v. National Transportation Safety Board

569 F.3d 964, 2009 U.S. App. LEXIS 13323, 2009 WL 1740752
CourtCourt of Appeals for the Ninth Circuit
DecidedJune 22, 2009
Docket06-56717, 06-6732, 07-55709
StatusPublished
Cited by153 cases

This text of 569 F.3d 964 (Lahr v. National Transportation Safety Board) is published on Counsel Stack Legal Research, covering Court of Appeals for the Ninth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Lahr v. National Transportation Safety Board, 569 F.3d 964, 2009 U.S. App. LEXIS 13323, 2009 WL 1740752 (9th Cir. 2009).

Opinion

*969 BERZON, Circuit Judge:

Trans World Airlines Flight 800 (“TWA Flight 800”) exploded in midair off the coast of Long Island on July 17, 1996, killing all 230 people aboard. The cause of this dramatic and tragic event remains, for some, in dispute, and that dispute underlies this lawsuit brought under the Freedom of Information Act (“FOIA”), 5 U.S.C. § 552.

The government, after an extensive investigation, concluded that the accident was caused by an explosion in one of the aircraft’s fuel tanks, initiated by an electrical short circuit. Ray Lahr is, to put it mildly, not convinced. He maintains that the government has engaged in a massive cover-up of the real cause, which he suspects is most likely a strike by a missile launched offshore by the U.S. Navy. In an attempt to prove his theory, Lahr initiated more than two hundred FOIA requests for documents and data to federal agencies involved in the investigation. When the agencies gave him only some of the information he asked for, Lahr filed this lawsuit. On summary judgment, the district court ordered the government to release some documents in compliance with his requests but authorized it to withhold others, as exempt from disclosure pursuant to several of FOIA’s enumerated exemptions. Lahr appeals several of the district court’s rulings authorizing nondisclosure; the government appeals only one of the district court’s rulings adverse to it. We affirm in part, reverse in part, and remand.

I. BACKGROUND

A. The Crash and the Investigation

At approximately 8:19 p.m. on July 17, 1996, TWA Flight 800 left John F. Kennedy Airport in New York en route to Charles de Gaulle International Airport in Paris. Twelve minutes after departure, the Boeing 747 aircraft crashed into the Atlantic Ocean. Everyone on board died. According to the government, many eyewitnesses reported seeing a “streak of light, resembling a flare, moving upward in the sky to the point where a large fireball appeared.” The eyewitnesses then saw the fireball split into two as it descended toward the water.

The National Transportation Safety Board (“NTSB”) launched a broad-based civil investigation into the cause of the crash. 1 As part of its efforts, the NTSB appointed several entities to assist in the investigation, including the Boeing Company, the Air Line Pilots Association, and TWA. Initial examination of the eyewitness reports and information from the cockpit voice and data recorders led the NTSB to narrow the possible causes to three: structural failure of the airplane; a bomb or missile; and an explosion in the fuel tank. The possibility that a bomb or missile destroyed TWA Flight 800 led the FBI to launch a criminal investigation into the incident. As part of its investigation, the FBI asked Central Intelligence Agency (“CIA”) weapons analysts for assistance in determining what the eyewitnesses actually saw.

The NTSB’s investigation was, in its words, “by far the most expensive and the most extensive in the history of the Board.” In the end, the NTSB concluded that the probable cause of the disaster was an explosion of the aircraft’s center wing fuel tank, resulting from the ignition of a flammable fuel and air mixture in the tank. Although the NTSB could not determine with certainty what caused the mixture to ignite, it believed the explosion was most *970 likely initiated by a short circuit. The NTSB determined that the explosion could not have been caused by the detonation of a bomb or a missile strike. 2 A multiagency analysis of the wreckage, ninety-five percent of which was recovered, found no evidence of bomb or missile damage. 3 The unrecovered pieces of the aircraft, the NTSB concluded, were not by themselves large enough to encompass all of the damage that would have been caused by a bomb or a missile. Finally, although trace amounts of explosives were found on three separate pieces of the wreckage, “the lack of any corroborating evidence associated with a high-energy explosion” led the NTSB to conclude that the crash was not caused by a bomb or missile strike.

To explain the more than 250 eyewitness accounts that described “a streak of light” or “a flarelike object” rising in the sky, the NTSB developed what Lahr calls the “zoom-climb” theory. In essence, the NTSB’s theory was that the fuel tank explosion caused the front portion of the aircraft’s fuselage to separate from the rest of the plane and fall to the ocean. Having lost the considerable mass of the forward fuselage, the remainder of the plane, now much lighter and on fire, was rapidly propelled upwards in the sky, ascending more than 2,000 feet before itself falling back toward the ocean. As the burning plane fell, the wings separated from the body of the aircraft, and the wreckage erupted into a “fuel-fed fireball” that descended into the water. Thus, the NTSB contends, the streak of light observed by the witnesses was not a missile but the burning plane itself, traveling upward in various stages of “crippled flight” after the initial explosion took place. 4

The NTSB arrived at this conclusion after analyses of radar data, flight data recorder information, and proprietary information about the aircraft’s weight and aerodynamics provided by Boeing. NTSB investigator Dennis Crider completed a Trajectory Study, which attempted to determine the location of the plane when various parts fell by mapping the trajectory of the wreckage as it fell to the ocean floor. This study led to the conclusion that the forward part of the plane fell off first. Crider also conducted a computer-modeled flight-path simulation to determine the motion of the main body of the aircraft after the forward fuselage fell off. This simulation demonstrated that the rest of the aircraft would have continued to ascend after the loss of the front of the plane, only later descending toward the ocean. The NTSB also used computer programs, named BALLISTIC and BREAKUP, to figure out the path of certain pieces of the aircraft and the moment when the forward fuselage separated from the main body.

The CIA’s analysis also concluded that the eyewitnesses did not see a missile. In its investigation, the CIA examined eyewitness reports, radar tracking data, and information from the cockpit voice and flight data recorders to reconstruct the flight path of the aircraft. The CIA analysts concluded, in accord with the NTSB, that after the initial explosion, the aircraft “pitched upward” more than 3,000 feet before a fireball erupted, and the remainder of the aircraft then descended rapidly. *971 Thus, like the NTSB, the CIA found that “[t]he eyewitness sightings of greatest concern — the ones which originally raised the possibility of a missile — took place after the aircraft exploded.” 5

Both the NTSB and the CIA developed video animations depicting their conclusions regarding the explosion and the subsequent trajectory of the aircraft.

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569 F.3d 964, 2009 U.S. App. LEXIS 13323, 2009 WL 1740752, Counsel Stack Legal Research, https://law.counselstack.com/opinion/lahr-v-national-transportation-safety-board-ca9-2009.