Summary List of Findings

Summarized Table of Findings This summary table is based on the modular aspects of the website and investigation as described on the Mission Statement page. The column on the right below is a brief description of each of the major conclusions reached during the Columbia's Sacrifice investigation. The column to the left contains links to the best possible supporting material for the associated conclusion. If a more complete examination of the website is required please start with the Complete Table of Contents just below this table on the home page.
OEX Data Recorder Evaluated as Evidence	It is virtually certain that the OEX Data Recorder was planted in the debris field well after Columbia's breakup as a vehicle to introduce additional evidence favorable to the preordained outcome of the official investigation, "Foam Debris Impact on Leading Edge of Left Wing". Main Tip-off: (NASA documentation shows that the Columbia's OEX Recorder along with all of its associated equipment, wiring and sensors was removed during Columbia's last overhaul in Palmdale. Condition of OEX is not commiserate with being part of the Columbia breakup.)
Analysis of Debris Field Size and Proximity to Officially Stated Location of Breakup Using Given Altitude and Velocity	The altitude discrepancy. Main Tip-off: (When they are overlaid with each other the official STS-107 Ground Track document and Debris Field plot show the point where Columbia broke up already well into the debris field, it should appear well before the debris field). Fig. AO-B1-3 The official altitude stated for Columbia at LOS, (200,767 Ft.), was far too high based on the outcome of engineering analysis on the Columbia's, Reentry Trajectory Vs. Debris Field Size and Proximity. The actual altitude at LOS was calculated to be 34,500 Ft. This is based on the assumption that the guidance and control systems of the shuttle were badly damaged preventing it from performing any of the typical reentry flight maneuvers, (see No's. 5 through 8 below). Because the very massive Space Shuttle engines impacted the ground at Mach 2 in the vicinity of Fort Polk Louisiana, a straight line can be drawn from that point back up to Entry Interface (EI). Following this line back down to the point where LOS occurred gives and altitude of 34,500 Ft. The 34,500 Ft. altitude was verified by determining the Columbia's altitude near Nacogdoches Texas and the altitude of the debris trail shown on the NOAA satellite photo also near Nacogdoches, (The two values were, (8,900 Ft. for the debris trail) Vs. (9,450 Ft. for Columbia) with a difference between them of only 6%).
Analysis of the Official Impact Testing	The official impact testing done on the RCC panels was seriously flawed based on sloppy protocols for scientific testing and the overstated worst case nature of the results. The test reports give the impression that they were driving the RCC panels towards failure by increasing vulnerable trajectory angles and impact locations beyond any known flight conditions when the previous test did not fail or adequately damage an RCC panel. It appears therefore that the impact study was driven towards a desired outcome and its data is invalid for use in the investigation.
Probability of Post Launch Damage	Based on Columbia's inverted parabolic ascent trajectory it is very unlikely that any foam debris from the forward bipod attachment would have struck the shuttle due to the centrifugal forces acting on the debris forcing it outward away from the orbiter. When a diagram of the foam debris flight path required to hit the wing is compared to a more natural flight path for the debris, the aft bipod attachment becomes a much more likely point of impact.
Analysis of Flight Control and Guidance	The official final report seriously contradicts itself when it points to data showing the Columbia with constantly increasing negative Yaw and positive Roll trends throughout reentry but also states that reentry was fairly normal up to a point even saying that the shuttle performed the standard reentry banking and rolling flight maneuvers. Both of these statements cannot possibly be true. If the Columbia continuously rotated to the left, (negative Yaw rate), and rolled to the right, (positive roll rate), then it could not have performed any flight maneuvers and visa versa.
Electronics Damage From EMP	The Columbia very likely encountered something that destroyed most of its avionics equipment and guidance and flight programs at 13:47:32 during reentry, (This was the end of the crew cabin video and virtually all voice communications with Mission Control).
HAARP Transmissions as a Possible Source of EMP Effect	A comprehensive overview of scientific documents on the subject of recreating the Electro Magnetic Pulse (EMP) effect for the purpose of missile defense as well as the actual United States Patent, (No. 5,038,664), for the transmission system used at the HAARP research facility located in Alaska and operated by the Navy and Air Force shows that it is capable of producing a field of high speed relativistic particles in the upper atmosphere exactly where the Columbia would pass through during reentry. New 10/18/2010 See photos of mystery purple lightning bolt striking Columbia during reentry OA-A2.
HAARP Transmitter Operation	A log kept by researcher Marshall Smith indicates that the HAARP transmitter was operating in "Missile Defense Mode", for 90 minutes before Columbia passed through its field of influence and for 90 minutes after, (This information is not verifiable and no one else is known to monitor HAARP transmissions).