Posted on 01/07/2002 10:09:49 AM PST by Beach_Babe
New Yorkers who believe they saw American Airlines Flight 587 explode in flames before its tail sheared off have accused crash investigators of ignoring their eyewitness accounts and prematurely ruling out a terrorist attack.
Six witnesses, including a recently retired police lieutenant, an FDNY deputy chief and a former firefighter, have written to the National Transportation Safety Board demanding they be called to testify at a public hearing.
Tom Lynch, 59, a retired firefighter, said he had also spoken to 18 other people who saw the Airbus A300 flying on fire before it crashed into houses in Belle Harbor, Queens, on Nov. 12, killing 265 people.
"The NTSB is not publicly acknowledging the many eyewitness accounts of the in-flight fire or explosion, many from people who are adamant that the fire occurred before any tail or engine breakups," he told The Post.
Lynch, who organized the letter, said he was standing on Rockaway Beach Boulevard when he saw a bright orange ball of flame streaming from the right side of the plane.
Two or three seconds later, he said, he saw a larger eruption of flames consuming the entire right side of the plane's fuselage.
"There were no falling parts until the second explosion of flames - I'll go to my grave with that," he said.
The witnesses said they were surprised NTSB Chairwoman Marion Blakey was able to say, only hours after the crash, that all indications pointed to an accident, rather than a terrorist attack.
"How could that statement be made while the flight-data recorder had not been recovered, the crash-investigation team had not yet showed up and initial eyewitness reports included many accounts of one or two explosions in flight?" Lynch said.
Another witness not involved with Lynch's group, Michael Benjamin, said he saw a huge orange fire engulfing the front third of the plane's right side while he was driving along Flatbush Avenue in Brooklyn with his wife and two children.
Benjamin, who works for the Oversight, Analysis and Investigations Committee of the state Assembly, said he had attempted to contact the NTSB but had not received a return call.
Preliminary reports written by the NTSB have not mentioned in-flight explosions, but have focused on air turbulence, the composite materials used to build the jet's vertical tail, and sudden rudder movements.
An NTSB spokesman said more than 200 eyewitness accounts had been recorded and were being considered as part of the investigation.
But he said if the NTSB decided to conduct a public hearing, it would most likely seek opinions from air-safety and aeronautical-design experts rather than witnesses.
The people who signed the letter, in addition to Lynch, are retired NYPD Officer James Conrad, FDNY Deputy Chief Peter Hayden, retired transit cop Richard Kvies, sales manager John Power and food-services manager Ellie Scholfield.
CVR: Key To 587 Mystery?
By Howard Schwach
A little red box called a Cockpit Voice Recorder (CVR) may well become the key to solving the growing mystery of why American Airlines Flight 587 crashed in Belle Harbor.
While some tantalizing clues as to what is on the CVR from flight 587 have been dropped by the National Transportation Safety Board (NTSB), and the entire transcript of conversations between the tower and flight 587 and between air traffic control and flight 587 have been released, there is a good possibility that the public will never hear the tape from 587’s CVR.
"The CVR recordings are treated differently than the other factual information obtained in an accident investigation," says a spokesperson for the NTSB. "Due to the highly sensitive nature of the verbal communications inside the cockpit, Congress has required that the Safety Board not release any part of a CVR tape recording. Because of this sensitivity, a high degree of security is provided for the CVR tape and its transcript."
"The content and timing of the release of the written transcript are strictly regulated," the spokesperson adds. "Transcripts of pertinent portions of cockpit voice recordings are released at a Safety Board public hearing on the accident, or, if no hearing is held, when a majority of the factual reports are made public."
NTSB spokesperson Ted Lopatkiewicz has told The Wave that there may be such a hearing "sometime this summer," and probably in Washington, D.C.
There are those, however, who believe that what is on the CVR is critical to understanding the sequence of events leading up to the crash, and ultimately, the cause of the crash itself.
Victor Tromettas is a computer specialist with a large company in Manhattan. He lives in Queens. While he admits that he is not an expert on aircraft accidents, nor even a pilot, he has spent lots of time examining the material released by both the NTSB and the Federal Aviation Agency (FAA) and he has culled some interesting tidbits from that material.
Tromettas says that NTSB spokesperson George Black, speaking at a news conference on November 16, provided the first clue.
"The pilots of flight 587 were probably unaware the tail fin and rudder had broken off as they struggled to control the plane," he is quoted as saying. "Without those parts, the jetliner would have suffered a loss of stability and turning control. They did not have a rearview mirror, they had no idea that they had lost the tail."
"When they started talking about max power – they’ve gone into recovery mode," he added. "And they might be recovering from the wrong thing, because they did not know that the tail fin was gone."
Like others who heard the statement and read the NTSB reports, Tromettas assumed that the command to go to max power heard on the CVR came after the unexplained swings in the rudder.
Those eight seconds when the tail began to swing have been the focus of the investigation.
In fact, a close check of the material released by the two agencies shows that the call for max power – the "recovery mode that Black speaks of – came 19 seconds prior to that time frame.
"I asked lots of aviation people about this," Tromettas told The Wave. "I asked them if the pilots would have called for max power if there was not a catastrophic event going on with the aircraft. They all told me that they would not have done that."
"If the call for max power came before the tail swings began, then the loss of control came before that time as well," he adds.
Tromettas has posted a map that includes a time line on his website at www.usread.com
That map shows the annotated flight paths of both flight 587 and the JAL heavy that reported caused the wake vortex and turbulence that may have brought 587 down in Rockaway.
His map also shows the location of a number of eyewitnesses who claim to have seen explosions and fire on the plane before it began to break up.
"There is a reason that the pilots called for max power prior to the fluctuations seen on the Flight Data Recorder," Tromettas says. "We won’t know that reason until the tape of the CVR is released."
If the NTSB has its way, that may never happen.
Lots Of Questions Remain About 587
The devastating crash of American Airlines Fight 587 into Belle Harbor that killed five Rockaway residents (as well as 260 on the plane) and destroyed numerous homes and memories came nearly four months ago, but there are still many questions about the crash that need to be answered. Until one authority or another answers those questions, local residents will remain skeptical that the crash was, in fact, an accident.
The first is the question of the "surveillance cameras" that supposedly were atop the Marine Park and Cross Bay bridges and that showed the plane in its short-lived flight. The Daily News says that it saw the tape. The FBI admits that it has the tape. Why can't we see it? The scenes on that tape might or might not "prove" the cause of the crash. The public has a right to see it as well.
Right after the crash, Governor Pataki said that the aircraft dumped fuel over the bay. At the same time, locals reported that there was an "oily substance" in the bay nearby Rockaway.
We now find that A300-600 Airbus aircraft cannot dump fuel. According to a number of airline pilots who have contacted The Wave, the aircraft can land fully loaded and therefore has no reason to have a mechanism for dumping fuel.
Did the aircraft, for some reason, lose fuel over the bay?
What was the "oily substance" that was seen by many in the bay?
Residents have a right to answers to those questions?
One of the official theories about the crash is that a JAL "heavy" right in front of AA 587 caused turbulence and that the pilots, fighting that turbulence, over controlled the rudder and caused it to be ripped off the plane. If that is the case, the Cockpit Voice Recorder (CVR) should have reported the pilots talking about the problem, fighting the aircraft, trying to keep it aloft. What is on the CVR?
While the transcripts of the conversation between the plane and the ground have been released, albeit recently, the transcript of the CVR has not. We realize that there are tough federal laws about releasing the CVR transcript, but the public has a right to know what that recorder reveals about the accident.
Lastly, we have the case of the Air Traffic Controller (ATC) telling the pilot of 587 to "turn left and go direct WAVEY." WAVEY is a waypoint in the ocean about 30 miles from Rockaway. Aircraft departing Runway 22L, as 587 did, turning left and going directly to Wavey would pass right over Belle Harbor. Should the aircraft have continued on the Breezy Track that it was reportedly scheduled for, it might have come down in the bay rather than on land.
Why did the ATC tell the pilot to turn over Rockaway?
Was this normal and regular procedure?
Residents have a right to know. When we asked one pilot for information on what happened to flight 587, he responded by saying, "The pilots of 587 did not break that airplane. This was not, by any stretch of the imagination crew error." We believe he is right, but then wonder what it was that brought down flight 587 in Rockaway streets. We all have the right to the answer to that question.
An Eyewitness Wants Answers
Tom Lynch was one of the eyewitnesses to the demise of flight 587 who has been quoted widely in the media.
Dear Editor:
There are a number of questions that have to be answered in regard to flight 587.
1: Who in Washington relieved the FBI of its roll as primary investigators and issued the order that this was an accident, placing the NTSB in charge. Who? A name please. This had to be a political judgment; it was not based on investigative standards, for how could with only a few hours into the crash, with many eyewitness telling of explosions and fire, with the aircraft still not examined, parts scattered and not yet recovered from water, roof tops and back yards and engines still unexplored.
We want a NAME!
2: How did the accident scene manage to avoid a disaster? Being one of the first on scene, the impact area was contained to four city lots app. 30x100 feet each. The first house standing fully involved in flames, second leveled, third leveled and the fourth fully involved in flames. One home across street to the west on fire standing, any other damage was due to heat radiation (not fuel) for they started after the impact. Those two homes across street to north suffered exterior damage.
The two engines landed about approx. 1000 and 1200 feet from impact of aircraft fuselage. How, if the aircraft crashed with a full load of fuel 18,000 pounds, did it not create a fire as seen on Sept.11. With a spreading of fuel and fire to a area five to ten times the size of the 150 feet across and less that 70 feet deep, for the neighboring garages at the 100 foot property line were not damaged. The fire was extinguished in a short amount of time, one hour plus, and it was extinguished without the use of any FOAM, a standard used at any airport fire apparatus rescue team. How some of the poor souls were in reasonably good shape considering the trauma, (will not go into details). Please explain how this was possible? UNLESS, THE FUEL, was dissipated prior to crashing.
We need an explanation.
3: How did parts of aircraft, Wing tip (8 foot) on 125th Street. Two Panels (2x7 app.) on Diner roof at 116th Street and many other parts recovered from all over a large area aside from the crash site on land and including the bay.
Explain!
4: Why were so many unfounded statements released to the media, Birds, Wake disturbance, prior storm damage, and pilot error? Please explain?
5: Why did it take a letter to the NTSB from six eyewitness that they request to testify at the public hearing dated 1/7/02, that received renewed media attention, two months after the crash. For the NTSB, for the first time to acknowledge the eyewitness, approximate three hundred. Let us not confuse a person who gives a statement to an agent that they where in their house and heard the crash and ran to see the burning plane on the ground as being a witness who saw no fire prior to crashing .The witnesses who reported they saw fire on board prior to crashing are many. I know of at least twenty-five.
How many does the FBI, NTSB know of? Please release the numbers.
6: Why a letter from six citizens requesting to testify at a hearing, on an ongoing disaster investigation is not newsworthy according to three N.Y. newspapers and only one picked it up? Six citizens volunteering for jury duty would usually be news worthy.
Newspapers please explain.
7: Why does it appear no reporters, insurance investigator agents, or lawyers for the deceased from established sources are pursuing any investigation. Do all the above just assume the facts as issued from the NTSB? Who else is investigating?
8: USREAD.COM has put together a time line on facts that were issued by the FAA, NTSB, and data recording ect. And seems to bring issue to the current timing and events as released by the NTSB. Why does a citizen with no direct involvement, believe, as do most others, that things are array? And spend many hours seeking the truth?
Do the citizens know differently, but accept misconceptions, as a way of life?
9: Why do persons involved in this tragedy the flight of 587 have to wonder what is going on, are we going to have a repeat of the flight 800 closed by official verdict, but still unresolved, as thought by many of the experts and Two hundred or so Eastern Long Island residents.
Truth, Justice and the American Way.
TOM LYNCH
Like it being an accident would make us feel any better than it being a terrorist attack?
I wrote a column shortly after the crash of Flight 587 entitled "The Mystery of Flight 587", where, yet again, I came under attack for questioning the Bush administration, the federal government and the airline industry about the possibility of a cover-up. I made mention of my interviews with eyewitnesses, who were extremely credible in their own right. Some of them were even willing to give a sworn statement, but the NTSB, FAA or other agencies did not want to be bothered. It was only recently that they did an about face, and now these same agencies want to have statements by all eyewitnesses on record. I'm not saying they had a change of heart because of my column or investigative reporting by Howie or me. I'm just saying.
At the time, I was ridiculed and many indicated that they were having a good laugh at my conspiracy theories. Now comes a new revelation about the crash of Flight 587, and trust me folks, people are not laughing now.
Shortly after the crash, there were reports that fuel was dumped in Jamaica Bay to lighten the load for an attempted emergency landing. After speaking to a pilot for TWA, who wants to remain anonymous, I found out that the Airbus 300 does not have the capability to dump fuel! Ah, the plot thickens. Correct me if I'm wrong dear reader, but didn't FAA officials, the NTSB and even Governor Pataki state that fuel was dumped in Jamaica Bay when they spoke at separate news conferences? Wait a minute, what's that I smell? Oh, yeah, it's "B.S." Why would they say such a thing if it was never true? That's a stupid question. I forget we're dealing with government and its agencies. Somebody slap me…. please!
Someone has some explaining to do, and as far as I'm concerned, this latest faux pas, combined with taped footage of Flight 587 that the public has not been allowed to see, could serve as the turning point in this investigation. I had the "huevos" to stand up and question the "facts" about the crash months ago, and I'm asking even more questions now.
One way or another, the truth is going to come out about this disaster. The ghosts of all those on board the ill-fated flight will see to that. I hope it's not the case, but heaven help those who did have some part in lying and covering up the truth from the relatives and the country.
It would be in the government’s best interest to lie to us because of the fact that they just bailed out the airline industry to the tune of more than a billion dollars. If that doesn’t illustrate the enormous significance of the airline industry on the economy, I don’t know what does.
Also, we were in the midst of the biggest holiday traveling season of the year. We are also in a recession. We needed methods of jumpstarting the economy, and the government was in no position to throw any more money around with a shrinking surplus. Simply put, the government wanted people to travel by air and they were/are doing everything to assure the public that the airports and airlines are safe. If the eyewitness reports were true, it would make all the sense in the world why the government is not telling us the truth about Flight 587.
Telling the truth would lead to further destruction of the airline industry. Everyone would find alternate methods of travel, just to avoid getting on a plane.
Telling the truth would mean mass hysteria and widespread panic about continued attacks against us.
Telling the truth would mar our "success" in the war on terrorism because the downing of Flight 587 would undoubtedly prove that we are still vulnerable on any given day.
Also, from the Beachcomber column:
A number of local residents recently received letters from the National Transportation Safety Board (NTSB) asking them to respond to what they saw on the day of November 12 when flight 587 crashed in Belle Harbor. The letters were dated January 9, but most of those who got them did so in late February. In addition, many of those who got them had already told their stories on the NTSB website. It has people wondering just how competent this agency really is.
I'd like to hear Lynch's story on the air.
Maybe NOW the government CAN look into this and have the truth come out in what LOOKS to be a more thorough investigation?
Interesting theory. I bet you're right!
Or, it could tell you that the tail is very light compared to the rest of the plane. Throw a Kleenex and a rock at the same time out of a moving car and see what happens....
Welcome to reality....where you been? /sarcasm
Tail in the bay at approximately Beach 105th Street...
Two 2'x7' Panels on the diner roof at Beach 116th Street...
Wing tip (8 foot) on Beach 125th Street...
Many other parts recovered from all over a large area aside from the crash site at Beach 130th Street...
And now they are reporting fuel/oil in the bay.
Sure seems like the plane was literally falling apart long before it crashed.
A shoe-bomber, maybe?
Don't know if I made my case; good food for thought.
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