Sign In Sign-Up

Welcome!

Close

Would you like to make this site your homepage? It's fast and easy...

Yes, Please make this my home page!

No Thanks

  Don't show this to me again.

Close

----- Original Message -----

From: Bro. Dan

Sent: Sunday, November 18, 2001 11:28 PM

To: Undisclosed-Recipient:;

Subject: [pns] Fw: [Lis-LEAF] Crash in Queens

 

------------------------ Yahoo! Groups Sponsor ---------------------~-->
StartMeUp jump starts your car's battery
using only the cigarette lighter.
$24.95 at Youcansave.com
http://us.click.yahoo.com/ELP6ED/LTTDAA/ySSFAA/EcWolB/TM
---------------------------------------------------------------------~->


----- Original Message -----
From: <libertymls@yahoo.com>
To: <Lis-LEAF@yahoogroups.com>
Sent: Sunday, November 18, 2001 8:55 AM
Subject: [Lis-LEAF] Crash in Queens



http://www.sierratimes.com/archive/files/nov/18/arjv111801.htm

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 an
d 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 A3
00, 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 a
nd 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
Aeronautical Engineers and Technologists, London


==========================================================
Mary Lou Seymour
Liberty Activists
http://www.libertymls.com/libertyactivist/
-----------------------------------------------------
Liberty Books
http://www.libertymls.com/la.htm
Self Reliance Books
http://www.libertymls.com/book1.html
-----------------------------------------------------
Think the info in the Liberty Activist news is worth 2 cents?
http://two-cents-worth.com/?104799&EG
-----------------------------------------------------
Gulchers guide
http://www.libertymls.com/gulch/
=====================================
Free State Project
http://www.freestateproject.com/
====================================

"A libertarian is a person who believes that no one
has the right, under any circumstances, to initiate
force against another human being, or to advocate or
delegate its initiation. Those who act consistently
with this principle are libertarians, whether they
realize it or not. Those who fail to act consistently
with it are not libertarians, regardless of what they
may claim." L.Neil Smith, http://www.smith2004.org/

Liberty's Educational Advocacy Forum
http://freedomlaw.com
promotes "action that raises the cost of State violence for its
perpetrators ... lay(ing) the basis for institutional change." [Noam
Chomsky]

ProPerProSe Self Help Clinic and Sovereign Law Library
http://properprose.com/
Not a high-tech law firm brochure, "because a lawyer is only
as smart as you make him" [Max Katz] and
"the Law . . . should be accessible to
every man and at all times."  [Franz Kafka]

For Liberty in Our Lifetime,
R.J. Tavel, JD

NEW:  SUBSCRIBE TO Lis-LEAF the
Learning Electronically About Freedom mailing service at
http://freedomlaw.com/FORM.html