The USA have done and are doing everything they could to prevent the True Cause of the accident with the aircraft A 300 - 600 of American Air Lines Flight 587 that killed 265 people on November 12, 2001 at 09:16 hours in the vicinity NY will be known throughout the civilized world.
Only Discovery Channel has published three different documentaries with three different causes of the accident and, the Discovery Channel was supported technically by a member of the NTSB, which would be in aviation in the USA the equivalent of our CENIPA in Brazil.
Investigator in charge of the accident was Mr. Bob Berson.
Notice that the first Discovery Channel Documentary (supported by the NTSB) stated that the heavy aircraft type from AA Flight 587 would have fallen as a result of wake turbulence from another aircraft type heavy that took off moments before the AA Flight 587 aircraft. NOW, we from Flight Safety by Roberto Milán PROVE that the AA Flight 587 aircraft was victim of the LARGEST SABOTAGE in the history of world civil aviation that killed 260 people aboard and (5) five people who were on the ground.
è Readers, if this were true, the aircraft's AA Flight 587 would not have lost the Vertical Stabilizer and the two motors in the extension of its flight path to crash site of the fuselage and wings of the aircraft A 300-600 from American Airlines Lines Flight 587.
è Readers, when an aircraft drops because of wake turbulence at low speed, the aircraft falls whole, with nothing removed it from its structure, it has not happened with the aircraft's AA Flight 587.
NOW observe the causes reported by the Discovery Channel (supported by the NTSB) in its Second Documentary about the causes of the AA Flight 587 crash:
· That the aircraft rolled on its vertical axis and therefore, their engines would have been ejected from their cradles (place where the engines were fixed in the wing) by centrifugal force.
è If this had happened, the aircraft would fall on its own shadow (which did not happen) and yet, the engine would have been ejected by centrifugal force away from the path of flight of the aircraft, which did not happen.
· That the First Office Moli would have used total deflection in the course of the pedals that control the rudder of the aircraft and therefore, the Vertical Stabilizer would have been torn from the fuselage of the AA Flight 587 aircraft's crashed.
è If the aircraft has been approved by Aviation Authority without the equipment that limits the deflection of the rudder as according to SPEED increase or decrease, this would be a failure too GRAVE of Aviation Authority that approved the aircraft A 300-600 in the USA, but as far as is known, the aircraft A 300 – 600 the restricting device has worked with correct amplitude of the rudder as the speed of the aircraft independent of the course of the pedals are fully flexed as other aircraft jet, thereby respecting the maneuvering speed (highest speed to be used, when is full deflection of the flight control surfaces). The video on Youtube titled "Crash of AA Flight 587 on November 12, 2001" Link:www.youtube.com/watch?v=WWeLJHaXd8M , which shows the deflections of the Rudder Pedals Command of Direction were inside of their limits and Deflection Rudder Surface were inside of their limits too , shows that the limiting magnitude of the deflection of the rudder was functioning normally and that the deflection of the rudder NEVER Director exceeded his limits. It can be seen between the times of 09:15:47 to 09:16:01 in the video "Crash of AA Flight 587 on November 12, 2001" Link:www.youtube.com/watch?v=WWeLJHaXd8M .
è The Main flight control surface on an aircraft is the rudder, especially in an aircraft MULTIENGINE, such as the A 300 - 600, since precisely this flight control surface which ensures to keep the flatness of the wings and the course in case of loss of one or more engines of an aircraft multiengine. Evidently the pilot did not have time to take action in a pleasant situation like this and in the case of AA Flight 587 aircraft, the aircraft A 300-600 was two engines ejected from their cradles (place where the engines were fixed in the wing), of course the First Office Moli, had to take attitudes with rapid partial courses of the commands Pedals Rudder Steering thus avoiding the aircraft rolled on its longitudinal axis, keeping the aircraft in the course of flight with wings level and as the aircraft was at normal speed, considering that the aircraft was very heavy and soon after takeoff in terms of jet aircraft, probably the course of the steering direction was within the limitation of its deflection, typically working with can be seen in the Youtube Video Titled: "Crash of AA Flight 587 on November 12, 2001 " Link:www.youtube.com/watch?v=WWeLJHaXd8M ; Consequently, the First Office Moli worked properly and how he died, the NTSB has placed him as the bull to piranha (The First Office Moli was consider Guilty by accident, which in reality he was a victim of a Sabotage) and no association or union of pilots across the word defended him.
è The Rudder is the Main Flight Command Direction Surface of an aircraft because, the Aileron is inefficient at low speeds as probably the First Office Moli operated the aircraft too heavy after takeoff with an engine ejected (left engine), when the Vertical Stabilizer was ejected and after it, the other engine was ejected too.
è It is very clear disservice to the Flight Safety practiced by the NTSB, represented by Mr. Bob Berson.
Now observe the causes reported by the Discovery Channel (supported by the NTSB) in its Third and Last Known Documentary about the causes of the crash of AA Flight 587:
· All about the Second Documentary of Discovery Channel remained just that, but in this Documentary, did not talk more about the MOTORS ejected who fell in the PATH of the aircraft A 300-600 AA Flight 587 and worse, increased the Guilt of the accident to the First Office Moli.
è Well, now hopefully the Discovery Channel and the NTSB represented by Mr. Bob Berson, responsible for the accident investigator AA 587 Air Crash answer the (10) ten following questions with answers that do not match the our answers to questions posed by the Flight Safety by Robert Milán!
1st - The A 300-600 (AA Flight 587 aircraft) has no way of limiting deflection of the rudder from low to high speed, independent of the course deflection in the pedals that control the rudder deflection?
OUR ANSWER: Every Jet Aircraft must to have a Limiting Rudder Deflection! The A 300-600 ( AA Flight 587 aircraft ) had a limiting deflection of the rudder from low to high speed, independent of the course deflection in the pedals that control the rudder deflection, as can be seen in the video on Youtube titled "Crash of AA Flight 587 on November 12, 2001" Link:www.youtube.com/watch?v=WWeLJHaXd8M .
2nd - The A 300-600 (AA Flight 587 aircraft) was approved by the FAA, JAA, ANAC and other aviation authorities without complying with the tests with full deflection of the rudder and other surfaces Command to set the speed of maneuver?
OUR ANSWER: It is supposed that yes!
3rd - What terrible forces as stated by the Discovery Channel Documentary PLUCKED OUT the ENGINES from their cradles (place where the engines were fixed in the wing) let the engines fall in the PATH of the A 300-600 (AA Flight 587 aircraft) to the location where the fuselage and the wings fell?
OUR RESPONSE: THRUST force, aerodynamic forces and gravity FORCE!
4th - What is the Main Command Flight Surface of an aircraft?
OUR RESPONSE: RUDDER.
5th - Why the Aileron are not efficient at low speed?
OUR ANSWER: They are on the wing tip where the loss (the stall) is launched!
6th - What is the Surface Command should be used to maintain the course and the wings level flight at low speed?
OUR RESPONSE: The Rudder!
7th - Any pilot can imagine doing slow movements on the pedals Command steering direction of an aircraft at speeds close to stall speed (Stall) or within the speed turbulence in flight turbulent to maintain the course of flight and the wings level?
OUR ANSWER: Only if the pilot could combine with atmospheric untempers for them to be calm!
8th - How can an aircraft, quote, The A 300-600 is flying, even with the aeronautical authorities are aware that the aircraft has Stabilizer Vertical undersized to withstand the aerodynamic forces resulting from the total or partial deflection of the rudder, even in low speed (SPEED DOWN THE SPEED turbulence)?
OUR RESPONSE: Aeronautical Authorities serve to CORRUPT PURPOSES!
9th - How to prevent an aircraft multiengine role in its longitudinal axis and maintain its course (Bow) with the loss of one or more engines on takeoff without quickly pushing partially or totally the pedal Command steering direction opposite to (s ) Motor (s) lost (s)?
OUR ANSWER: It is impossible to prevent an aircraft role in its longitudinal axis and maintain its course (Bow) with the loss of one or more engines on takeoff without so QUICK pushing the pedal fully or partially RUDDER command in opposite direction Motor (s) lost (s)! We hope the representative of the NTSB Mr. Bob Berson teach us this feat, better, show us how! As the Discovery Channel is so close to the lies of the NTSB, the Discovery Channel will certainly not be missing this endeavor!
10th – The A 300-600 (AA Flight 587 aircraft) was flying at a speed above the Turbulence speed and RUDDER left the limits of its range for the speed at the aircraft was flying?
OUR RESPONSE; The aircraft of AA Flight 587 was always within the limits of structural speeds, as well as the Surface Command did not come out of pre-established limits!
WE AFFIRM NOW!
The A 300-600 (AA Flight 587 aircraft) collided in Queens in New York, day November 12, 2001 at 09:16:15 killing 260 people aboard and five people on the ground, after taking off from JFK Airport, in moment of impact with the ground, the aircraft A 300 - 600 (aircraft of AA Flight 587) was without two engines and without the Vertical Stabilizer and, the story of the accident after the start of the abnormalities is as follows, according to the physics and aeronautical laws can explaining and, the Flight Safety by Robert Milán is publishing!.
As the A 300 - 600 (AA Flight 587 aircraft) was very heavy and soon after takeoff, the aircraft was still accelerating slow and consequently, was at normal speed (239 kt, the speed is well below the speed turbulence) for a jet aircraft loaded, which makes clear, no force could tear discrepant engines, however, if the engines were deliberately set in their cribs (place where the engines were fixed in the wing) improperly and, when increase the airspeed due to the thrust be increasing by the power of the engines, the aerodynamic forces increase too, so the resultant of those force, is the draw of the catastrophe just waiting for its moment, so it happened!
If we analyze the sequence of events after the aircraft reaches a speed of 239 Kt, we observe that it seems that a sudden turn to the left on the vertical axis of the aircraft (as the video on Youtube titled "Crash of AA Flight 587 on November 12, 2001 " Link:www.youtube.com/watch?v=WWeLJHaXd8M) after a noise as an impact (Sound of a thump) increased an increased resistance to the advance on the left wing of the aircraft at the beginning, the corrective actions the First Office Moli were mild, it can be seen in small initial turn to the left around its vertical axis just before the First Office Moli took action to correct the yaw, it is clear that the corrections were increased to the extent that the left engine was gradually shifted from its cradle, increasing its resistance to progress while the thrust of this engine pushes the left wing down to the left engine was ejected from the aircraft, then there was a twist of the largest aircraft on its vertical axis in the opposite direction as a result of a more forceful correction REQUIRED First Office Moli to prevent the aircraft rolled on its longitudinal axis and with it the right engine that was also probably not properly secured in its cradle and / or Vertical Stabilizer which probably also was not properly installed in the fuselage of the aircraft.
If the stabilizer was ejected after the aircraft's left engine, the result of his ejection, was a force against the vertical axis of the aircraft that catapulted the right engine of the aircraft, thus, the fuselage and the wings fall together in spiral movement (screw) to the left. Note that the Lateral Accel has not left much of the shaft, except when already at 59 seconds (09:15:59 hours) he pushed the pedal right to the edge of the pedal, in this, the aircraft is already entering anticlockwise screw (left), clearly showing that the First Office Moli was very PROFESSIONAL, until his DEATH! As we see in the video on Youtube titled "Crash of AA Flight 587 on November 12, 2001" Link:www.youtube.com/watch?v=WWeLJHaXd8M. The turbulence was MILD, as reported by the Captain in the Video Youtube titled "Crash of AA Flight 587 on November 12, 2001" Link:www.youtube.com/watch?v=WWeLJHaXd8M. The First Office Moli in principle, made corrections by the Aileron surface and only immediately after the first impact noise with a "Sound of a thump," [probably in the initial displacement of the left engine from its cradle (place where the engines were fixed in the wing)] First Office Moli took action strongest on the pedals that control the rudder, but as it is showing in the Video on Youtube titled "Crash of AA Flight 587 on November 12, 2001" Link: www.youtube.com/watch?v=WWeLJHaXd8M, NEVER, the deflection limits of the rudder were extrapolated!
It is evident that the aircraft was deliberately SABOTAGED!
It is evident that the NTSB was deliberately colluded in the preparation of a whole GUILT STORY against the First Office Moli, in order to prevent the world's population noticing that one or a lot of people were sabotaged an AMERICAN AIRCRAFT IN AMERICAN SOIL shortly after the attacks on September 11, 2001.
It is clear that Americans deliberately put the Guilt of an accident (which was NOT an accident, but a SABOTAGE) in an American was honored that his work with skill and professionalism that besides being a victim of mass murder, was the victim of his compatriots Anti-Flight Safety.
It is evident that the NTSB takes into account political arrogant American criminals to the detriment of Flight Safety, National Security, and American Security Professionals and, the Innocents American Citizen pay very high salaries to these bulky criminals’ transvestites as American Aviation Authorities.
It is evident that the American Professional's main criminals, not those who sabotaged and killed innocent Americans, but especially the Americans to CRIMINAL Protected the MASSACRE of 265 people, human beings and even blamed an AMERICAN WORKER very professional victim who lost his life by people who do not fear God, and we hope that our Father May God have in your hands the souls of the victims of this barbarism in particular, the First Office Moli, who fought to PROFESSIONALLY Death to save his life and the lives of your passengers!
Please show this publication to everyone you know!
Link to this document: http://robertomrmilan.blogspot.com.br/2012/06/aa-flight-587-largest-sabotage-in.html
Right now, I appreciate your attention and understanding.