Lahr v. National Transportation Safety Board

453 F. Supp. 2d 1153, 2006 U.S. Dist. LEXIS 73831, 2006 WL 2789870
CourtDistrict Court, C.D. California
DecidedAugust 31, 2006
DocketCV 03-8023 AHM (RZx)
StatusPublished
Cited by2 cases

This text of 453 F. Supp. 2d 1153 (Lahr v. National Transportation Safety Board) is published on Counsel Stack Legal Research, covering District Court, C.D. California primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

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Lahr v. National Transportation Safety Board, 453 F. Supp. 2d 1153, 2006 U.S. Dist. LEXIS 73831, 2006 WL 2789870 (C.D. Cal. 2006).

Opinion

*1161 ORDER GRANTING IN PART AND DENYING IN PART DEFENDANT CIAS SECOND MOTION FOR PARTIAL SUMMARY JUDGMENT

MATZ, District Judge.

INTRODUCTION

“Certain historical facts are unassailable, while others are constantly subject to attack and, ultimately, remain shrouded in mystery and confusion.” Minier v. Central Intelligence Agency, 88 F.3d 796, 799 (9th Cir.1996). This irrefutable observation aptly describes the controversy that triggered this lawsuit. Barely more than ten years ago, on July 17, 1996, a United States commercial aircraft — TWA Flight 800 — exploded in mid-air off the coast of Long Island. Everyone aboard perished. What happened? How? Why? Who was responsible? Was it an accident? A terrorist attack?

Of course there was an official investigation. And of course there was an official explanation. And of course there was an ensuing torrent of critics and skeptics who challenged the bona fides of the investigation and rejected the explanation.

Equally predictable, the doubters (or at least Plaintiff, representing one group of them) have now turned to the courts to seek a ruling ordering the Government to turn over information that it has thus far withheld. For the reasons set forth below, I find that plaintiff is entitled to some, but not all, of what he seeks. The Court therefore GRANTS summary judgment to Defendants only as to the records specified below. 1 In doing so, I do not purport to provide an answer to the above much-debated questions nor an affirmation or repudiation of the official government conclusion as to the cause of the flight’s crash.

MORI NTSB PLAINTIFF SUMMARY JUDGMENT DISCLOSURE REQUIRED?

551 GRANT NO

552 48 DENY YES

553 GRANT NO

554 12 DENY YES

555 GRANT NO

556 GRANT NO

302 DENY YES

380 66 DENY YES

382 34 76 DENY YES

382 35 77 DENY YES

??? 36 78 DENY YES

NSA Computer Program GRANT NO

I. Background

A. Factual Summary 2

1. The Crash Investigation and Ensuing FOIA Litigation

The genesis of this suit lies in the tragic crash of Trans World Airline (“TWA”) Flight 800 (“Flight 800”). On July 17, 1996, Flight 800 departed from John F. Kennedy International Airport in New *1162 York City, en route to Charles de Gaulle International Airport in Paris, France. The aircraft crashed into the Atlantic Ocean twelve minutes after departure. There were no survivors of the accident and the aircraft, a Boeing 747-131, was destroyed. Some eyewitnesses recounted having seen “a streak of light, resembling a flare, moving upward in the sky to the point where a large fireball appeared .... [and] split into two fireballs as it descended toward the water.” Moye Decl., Ex. IV, at p. 278.

The National Transportation Safety Board (“NTSB”) is an independent federal agency charged with investigating civil aviation accidents in the United States. 49 C.F.R. §§ 800.3, 831.2. The NTSB conducts investigations in order to determine the circumstances relating to and the probable causes of accidents and to make safety recommendations that are intended “to prevent similar accidents or incidents in the future.” Id. § 831.4. The NTSB has the authority to designate parties to assist the agency in conducting an accident investigation. Id. § 831.11 (“Parties shall be limited to those persons, government agencies, companies, and associations whose employees, functions, activities, or products were involved in the accident or incident and who can provide suitable qualified technical personnel actively to assist in the investigation.”). Following an accident investigation, the NTSB issues its probable cause determination and safety recommendations in an official report. Id. § 831.4.

Per its mandate, the NTSB conducted an investigation of Flight 800. The NTSB appointed several entities as party participants to assist in the investigation, including the Boeing Commercial Airplane Group (“Boeing CAG”) and the Air Line Pilots Association (“ALPA”). 3 Boeing also voluntarily provided information to the NTSB and Central Intelligence Agency (“CIA”) concerning flight characteristics and performance of Boeing 747s. Third Buroker Decl, at ¶ 10. The investigation of Flight 800 eventually produced a public docket containing approximately 2,750 documents. Public hearings were held in December 1997 and in August 2000. On August 23, 2000, the NTSB adopted the “Aircraft Accident Report: In-flight Breakup Over The Atlantic Ocean” (the “Accident Report”) as the official NTSB accident report on Flight 800. See Moye Decl., Ex. IV. The parties do not dispute that the Accident Report constitutes the NTSB’s final conclusion as to the probable cause of the Flight 800 accident, although Plaintiff claims that the CIA animation, see infra, also constitutes a final conclusion.

The NTSB concluded that during the initial break-up of the aircraft, the forward fuselage detached from the remainder of the aircraft. The remainder briefly continued to climb in “crippled flight.” See Moye Decl., Ex. IV, at pp. 288, 290. Plaintiff Lahr calls this conclusion, of which he is skeptical, the “zoom-climb” conclusion. 4

*1163 Dennis Crider, a National Resource Specialist for Vehicle Simulation in the Vehicle Performance Division of the NTSB, was assigned to the investigation of Flight 800. Crider was tasked with determining the trajectories of parts of the aircraft and the flight path of the main wreckage following the loss of the forward fuselage. Crider Decl., at ¶¶ 3-5. Crider developed four reports in the course of his involvement with the Flight 800 investigation: the Trajectory Study, the Main Wreckage Flight Path Study (“Flight Path Study”) and the Errata to the Main Wreckage Flight Path Study, Addendum I to the Flight Path Study (“Addendum I”), and Addendum II to the Flight Path Study (“Addendum II”). These reports form a part of the extensive Flight 800 public docket and were considered by the NTSB panel (the “Safety Board”) prior to its issuance of the Accident Report.

On October 8, 2003, Plaintiff H. Ray Lahr filed over one hundred Freedom of Information Act (“FOIA”) requests with the NTSB and CIA, many of which have since been withdrawn. Lahr basically seeks the records upon which the four Crider reports, two video animations shown at the 1997 public hearing, and one CIA animation broadcast on the Cable News Network (“CNN”) 5 are based.

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453 F. Supp. 2d 1153, 2006 U.S. Dist. LEXIS 73831, 2006 WL 2789870, Counsel Stack Legal Research, https://law.counselstack.com/opinion/lahr-v-national-transportation-safety-board-cacd-2006.