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The Crash of American Airlines Flight 587 in Queens Hard Scientific Evidence Proves United States Government Desperately Trying to Mislead the American Public Copyright Joe Vialls - 14 November 2001 With the American Government frantically trying to halt the slide in US stocks and shares brought about by the events of September 11, the last thing it needed was a large Airbus A300-600 crashing into a New York suburb. Unfortunately, shrill government lies combined with predictably hysterical media hype, fly in the face of hard physical evidence available on the day: crucial evidence which proves exactly how the Airbus initially lost control after the take-off roll from John F. Kennedy airport. Within hours of the crash, the US Army lifted the entire vertical stabilizer of the doomed Airbus out of Jamaica Bay, at a location halfway between JFK and the primary crash scene at Rockaway Beach, shown on the photos and diagrams at the top of this page. For those not familiar with technical jargon, the vertical stabilizer is the big upright piece that sticks up at the back of the aircraft and carries the airline logo. The fact that the entire vertical stabilizer separated from the fuselage is news enough, because such an event is almost without precedence in modern aviation. Aircraft have lost rudders in the past (the bit at the rear of the vertical stabilizer that moves left and right), and from time to time have lost a “piece” from the top of the vertical stabilizer due to an air strikes by a large bird, or a mid-air collision with another aircraft. But the entire vertical stabilizer? Never, so far as I know. Put simply, any aircraft other than a highly-specialized “flying wing” that loses its vertical stabilizer is going to crash, because there is absolutely no way the pilot can control it. The vertical stabilizer is the only part of the aircraft which provides lateral stability, meaning the split-second it separates from the fuselage, the aircraft is free to fishtail to the left or right in a completely uncontrollable manner. For example. if you apply more power to the left engine than the right engine, the aircraft will attempt to make a flat turn to the right. If you try to lower the left or right wing, perhaps in an attempt to return to the airport, the aircraft will sideslip into a fatal dive. The only way out of the situation is by ejector seat, unfortunately not fitted to American Airlines Flight 587. Claims of onlookers on the ground that “an engine came off” just before the aircraft crashed at Rockaway Beach, are entirely believable. By the time Flight 587 reached Rockaway it was completely out of control, subject to almost unbelievably high lateral sheer stresses (whiplash), because the vertical stabilizer was two miles behind the aircraft, back in Jamaica Bay. This whiplash effect with the aircraft in a steep uncontrolled dive, would certainly have been sufficient to shed one or both of the engine pods. The wreckage at the primary crash site also confirms the cause of the crash. It was from here that investigators recovered both engines, and both black box recorders. The latter are positioned in the tail of the Airbus A300, meaning that the entire fuselage traveled as far as Rockaway Beach. The aircraft did not (as some media would have you believe) somehow “break in half” before it crashed. More interesting than these indisputable facts, are the US Government’s actual reasons for denying the public the truth. After all, the NTSC and FAA knew all about the vertical stabilizer in Jamaica Bay at least an hour before I did, and promptly had it recovered by the US Army. Exactly where the Army took it thereafter is not yet clear, but pictures of this critical artifact are now very hard to find, and I am indebted to Steve Seymour for the one below. What the picture shows very clearly, is that this is not a “piece” of the vertical stabilizer, but all of it, which you can confirm for yourselves by peering at the Airbus A300 thumbnails on the left and right. Flight 587’s stabilizer looks a lot skinnier than the ones on the thumbnails, but this is to be expected because, as previously stated, the moveable rudder at the rear of the stabilizer is missing. Nothing unusual about that, the rudder is relatively lightweight, and its pieces are probably scattered around widely in Jamaica Bay. What cannot be explained away by the NTSB or FAA is how or why the stabilizer parted company with the aircraft at precisely the point where it joins the fuselage proper. Look at the enlarged photograph very carefully. There are absolutely no dents, scratches, on the leading edge or on the panels. This proves the vertical stabilizer was not struck by any other object, in turn proving it was the first component to detach from the aircraft. Trickier still for the NTSB, FAA and Airbus Industries, will be explaining to the general public why, with prima facie evidence proving catastrophic separation along a critical attachment line, the FAA and Airbus Industries failed to immediately ground all Airbus A300-600 models worldwide. This in order to conduct black light inspections of the stabilizer spars, panels, attachment pins, bolts and other critical components. Not only is grounding of this nature a normal operating procedure, it is also a legal requirement. Most readers will remember that all Concorde aircraft were grounded for more than a year after the crash of Air France 4590 at Paris. Concorde’s grounding was based mostly on speculation, and partly on trivial circumstantial evidence, flimsier by far than the prima facie evidence already existing in the case of American Airlines Flight 587. In order not to ground all Airbus A300-600 series, the NTSB, FAA and Airbus Industries would have to be convinced that the reason for the crash of Flight 587 was strictly unique, a one-off that could not occur under similar flight conditions to any other Airbus A300-600 worldwide. The only reason unique enough to fit this requirement is an act of terrorism. Currently the US Government is fixating on the co-pilot of Flight 587 noting “wake Turbulence” from a Japanese Airlines 747 ahead of them. The media has already taken its cue and is drawing elaborate diagrams of the Airbus A300-600 tearing itself to pieces in the “tornado-like” wake left behind the JAL 747. This is absolute rubbish, perhaps best illustrated by some of the higher forces all aircraft are designed to withstand. Decades ago I flew "box" in a close aerobatics formation of four Mach 2 fighters. Basically this is a "Diamond Four", where the "boxman" is located at the back centre of the diamond, slightly behind and slightly below the leader, with the two wingmen on either side. Though located slightly below the leader to minimize discomfort from his wake turbulence, our vertical stabilizer was intermittently battered by a full 20,000 pounds of thrust from his twin turbojet engines, at a range of only 100 feet, at speeds up to 400 miles per hour. Sure it was uncomfortable, but do you really believe we would have done it at all, if there was the slightest chance of the vertical stabilizer falling off? Though wake turbulence can be hazardous at times, it really only poses a serious threat to tiny lightweight aircraft like two-seat Cessna and Piper trainers. The notion that the residual wake turbulence from a jumbo one and a half miles on front of American Airlines Flight 587, could have torn its vertical stabilizer off, is absurd. If that were even remotely possible, most of the world’s fleet of "heavy" jets would have crashed years ago. Marion Blakey, chairwoman of the NTSB, said an initial listen to the Cockpit Voice Recorder (CVR) found nothing "to indicate a problem that is not associated with an accident." What kind of politically correct double-talk is this? In order to include the possibility of a terrorist act, Ms Blakey presumably requires a voice with a heavy Arab accent saying: “I have a fruit knife in my jacket pocket Captain; crash this aircraft immediately or I will kill you…” But what else could bureaucrat Marion Blakey say? One is reminded of the words of George Orwell, which now seem to mock us from the grave: "During times of universal deceit, telling the truth becomes a revolutionary act.” The author is a former member of the Society of Licenced Aeronautical Engineers and Technologists, London |
