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Article The Crash of American Airlines Flight 587 in Queens
Copyright Joe Vialls - 14 November 2001
Hard Scientific Evidence Proves United States Government
Desperately Trying to Mislead the American Public
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 Licensed
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