From BroJon.com
http://www.geocities.com/brojongazette/index.html
Here are some excerpts from the November 24, 2001 BROTHER JONATHAN GAZETTE article
the bottom line .....
THE MYSTERY OF FLIGHT 587 (Part B)
A TERROR ATTACK -- FINAL PROOF
The Phony War in Afghanistan (Part 5B)
in which its editor, Marshall Smith, shows strong new evidence by which he further empowers his previous conclusion that 587 went down because left engine went in reverse trust mode after the take-off.
Quote:
The statement made in the NTSB update of Nov 20 that "The thrust reversers were in a stowed position," is both self-serving and not supported by any data or evidence. Any statements made in an NTSB update are "interim" and are not final until the final report is approved by the head of the investigation team, which will be in many months or more, long after most people have forgotten about the Flight 587 accident. Thus any statement may be made in an update whether it is true or not.
In the NTSB update section on "Aircraft Structures" it states "...readings off the flight data recorder, show that the trim setting appears to be close to neutral. The aircraft's wing flaps appear to have been retracted at the time of impact, and the landing gear appear to have been stowed, based on both physical evidence and FDR readings." Notice here the phrase is "appear to be,...based on..." but when discussing the thrust reversers in the next section on "Engines" it does not use the phrase "the thrust reversers appear to be in the stowed position, based on..."
Instead, the flat out statement that the "reversers...were stowed" indicates this is a cover-up of the facts. Nobody at the scene, given the severely damaged condition of both engines, could have determined that the reversers were stowed either earlier in the flight or at time of impact. No Flight Data Recorder data is given to support the claim.
Most probably the sheet metal clamshells of the thrust reversers were severely damaged or completely torn off when the engines impacted the ground, so any statement about the condition of the thrust reversers in flight would need to be made up.
About the direction of the breaking off of the tail, the failure of the carbon composite attachment points of the tail would clearly show in which direction the assembly was torn. One of the NTSB photos shows the two aft attachment points and one of the center attachment points. In Photo 9 the front of the plane is toward the upper right of the picture. The lower attachment point in the photo is on the right side of the tail. In the left center and upper middle of the photo are the left aft attachment point and the left center attachment point on the left side of the tail.
The importance of this photo is that both left side attachment points still have remnants of the carbon composite tail assembly with pieces of the aluminum vertical stabilizer skin still bolted to the plane, while the right attachment point has been completely torn away with only the bare bolt remaining. If there had been a strong force or blast of air from the right side of the plane then the forces on the attachment points would be upward or in tension on the right side of the tail and downward or in compression on the left side of the tail. Most materials, including the carbon composites are much stronger in compression than they are in tension. Therefore, with a blast of wind from the right, the attachments in tension on the right side of the tail would fail first. As soon as that happens the whole vertical stabilizer or tail would bend over to the left and what would break off on the left side would be the weaker bent over aluminum tail skin which is still visible with the jagged aluminum edges of both left side attachment points, as shown in the photo. Thus the vertical stabilizer was hit by a blast of wind from the right and broke over to the left. This supports the notion that a flat horizontal spin to the left, with the nose going to the left, and the tail whipping to the right, produced a strong blast of wind on the tail from the right.
This photo in conjunction with the Flight Data Recorder information can prove one major piece of evidence. Was the source of the blast of wind which blew the tail off the plane external or internal. An external blast of wind coming from the right as from wake turbulence, would knock the tail off to the left as shown in the photo, but like a weather vane in the wind, the blast of wind would cause the plane to turn into the wind or to the right. But the FDR data shows the plane made a sudden rotation to the left not the right. The only possible conclusion is that the force of the wind was internally caused and not due to any external forces such as wake turbulence. This completely excludes the external wake turbulence theory as the cause of the loss of the tail and then both engines.
Instead the tail attachment points shown in Photo 9 along with the FDR data showing the sudden rotation to the left indicates that the only possible cause was a horizontal flat spin to the left which created a force on the tail coming from the right. If the plane had simply turned or rolled to the left and not rotated about its center of gravity in a flat spin to the left, the sideways force on the tail would be minimal. The only possible conclusion based on Photo 9 and the FDR data is that the plane entered a leftward flat horizontal spin as it slowed to the stall point.
There are only two possible ways for a plane to enter a horizontal flat spin. First, would be the pilot purposely slowing the plane down and then at the stall point reducing the power on the left engine and increasing the power on the right engine and applying full left rudder. If some "mad" pilot had done this, then those motions of the controls would show up in the FDR data, and there would definitely be some loud comments in the Cockpit Voice Recorder reflecting a reaction to the pilot's strange behavior. Neither the FDR or CVR show such pilot actions or show the possibility that the cause of the spin could be pilot or crew error, or "mad pilot syndrome."
The second possible cause for an internal force creating a blast of wind to tear off the tail to the left as shown in the photo, is for the left thrust reverser to actuate during flight and cause a rapid rotation of the plane about its center of gravity to the left. This is supported by the FDR data showing a strong rotation to the left just as the plane starts to rapidly drop downward in a stall and as the tail is ripped off to the left. Conclusion, the only possible cause for the crash would be the in-flight actuation of the left thrust reverser.
…. End quote.
Article includes above-mentioned images that in every detail support Mr. Smith's reasoning. Furthermore, Mr. Smith's analysis that shows why the internal force (that is momentum of the airframe induced by the left engine reverse push) could be the only cause that broke the tail fin free, nicely explains why on the left tail fin attachment point there is a chunk of it left.
Best regards,
IZAKOVIC
http://www.deepspace4.com
