The Real Reason for the Crash of Air France Flight 4590

concorde-crash flight 4590

Concorde pilot John Hutchinson presents clear evidence that the French authorities, who conducted the crash investigation, covered up the true cause and tried to blame Continental airways engineers and design weaknesses in Concorde.

Air France Flight 4590 was an international charter flight, from Charles de Gaulle Airport, Paris to John F. Kennedy International Airport, New York, flown by an Aérospatiale-BAC Concorde. On 25 July 2000 at 15:43 UTC, the aircraft serving the flight (registration F-BTSC) crashed on take off.

Chain of Events

F-BTSC was in maintenance prior to this flight. The left main landing gear was disassembled to correct a problem. When reassembled, a wheel spacer was not reinstalled and was found still sitting on a shelf after the crash. The aircraft had done four flights with this defect prior to the crash so it wasn’t the prime cause.

The cause of the crash was pilot error.

The Captain overrode procedure and ordered the tanks to be filled to the brim instead of the normal 80%. He ordered more fuel than was required to be put in the aft tanks used for taxiing. He allowed 19 bags, that had not been weighed, to be loaded in the aft hold. All this made the aircraft over weight and the center of gravity out of limits.

Presumably due to the weight and balance being out of limits he requested to use the runway extension, even though it was officially closed because it was being re-surfaced. He also elected to take off with an 8 kt tail wind.

On take off the aircraft struck the ledge as it left the overrun and came on the to the runway. The effect was not unlike driving your car over a square curb at a 90 degree angle. This caused the wheels of the left main gear to turn 90 degrees to the left as they had no spacer to constrain them. The tires overheated and burst starting the fire.

The malfunctioning gear and burst tire forced the aircraft to slew to the left. It was then that it struck a runway light. Debris from the light struck the underside of the left wing. This caused a shockwave in the fuel of the over-filled tank. Fuel spewed from the bottom of the wing which was set on fire by the tire fire.

Investigation photo showing where aircraft departed the runway at taxiway S3.

At this point the aircraft was past V1 speed of 180kts and the Captain was committed to the takeoff. As the aircraft climbed off the runway, the Left Engine Fire Light came on. The co-pilot incorrectly shut down the engine. The fire light was false because the fire was overheating the engine. Although the engine was overheating, it was still performing at 100%. The correct procedure for an overheat would be to continue operation until the aircraft safely airborne and then shut down the engine.

Air-France-4590-Runway-Events

Once airborne, with the center of gravity shifted further aft by the escaping fuel, lack of full engine power and being overweight, the aircraft stalled and crashed..

113 people were killed in the crash.
100 passengers
9 crew
4 people on the ground.

Co-pilot: “Le Bourget, Le Bourget.”
Pilot: “Too late (unclear).”
Control tower: “Fire service leader, correction, the Concorde is returning to runway zero nine in the opposite direction.”
Pilot: “No time, no (unclear).”
Co-pilot: “Negative, we’re trying Le Bourget” (four switching sounds).
Co-pilot: “No (unclear).”
Control tower: “De Gaulle tower from fire service leader, can you give me the situation of the Concorde?”
Cockpit Area Microphone (CAM): (Sound of effort)
End of recording

The Shoot Down of TWA800

On July 17, 1996, at 8:19 p.m., TWA Flight 800 took off from JFK airport bound for Paris, France.  The Boeing 747-131 (N93119) had 230 passengers and crew aboard.  Off of Long Island, NY, their flight path paralleled   the northern edge of W-105.  Unknown to the crew and passengers, TWA800 was participating in a classified weapons test (GLOBAL YANKEE ’96) being conducted by the DoD inside of the restricted air space of W-105.

In response to the 1988 shoot down of Iran Air Flight 655 by the USS Vincennes, the DoD was developing a missile can discern from a hostile target and a civilian airliner.

W-105 was filled with US Navy vessels guarding “Neutral Vessels” when a target drone was launched and controlled by a P-3 Orion and headed to the coast. The missile being tested was fired from the USS Seawolf (SNN21). The Navy’s newest  SNN was participating even though it had not been commissioned yet. It would be commissioned a year later.

The Seawolf’s Cooperative Engagement Capability, which linked its weapon systems with the Aegis radar systems installed on other Navy ships participating in the exercise. Once the subsurface missile was launched, the Seawolf’s combat software no longer had control over the missile.

Witnesses saw the missile searching for a target.  When it ignored the target and homed in on TWA800 a second missile was fired to intercept the first. The second missile did intercept the first but exploded inside of TWA800.  The two explosions witnessed were nine tenths of a second apart.  The second detonation exploded the fuel inside of the center fuel tank resulting in the massive fireball.  The fireball that the CIA as TWA800 climbing was the fireball of the test missile disintegrating.

THE SHOOT DOWN OF TWA800

The full  documentary can be seen here:

Silenced: TWA 800 and the Subversion of Justice (2001)

Image result for twa800 missile damage
Intercept Missile

THE COVER UP

Since 1996, independent investigators have found the following:

  • The “Highest Levels of Government” was Hillary Clinton, protecting her husband’s re-election.
  • According to the former Navy official, the missile test was so important for the Clinton administration, it was being shown live on a Navy closed-circuit television feed at the White House.
  • The Attorney General declared the wreakage a “crime scene and required the NTSB to relinquish control of the investigation to the FBI.
  • The FBI removed evidence and altered wreckage with impunity and without notifying the NTSB.
  • Two FBI agents were caught by airport security sneaking evidence from the hangar in the early morning hours.
  • James E. Hall was a Clinton Arkansas Crony and was the Chairman of the NTSB.  The Washington Post said his only qualifications for the position was his driver’s license.
  • Jim Sanders and TWA employee Liz Sanders were arrested by the FBI and convicted of stealing evidence. The evidence was snips of passenger seat covers with missile fuel residue. 

Two U.S. Navy salvage ships, the USS Grasp and USS Grapple, were sent to Long Island waters to recover TWA wreckage.  The green area was searched by the US Navy and all debris was turned over to the NTSB.  The red area was searched by Navy SEAL divers and none of the debris recovered was turned over to the NTSB.  The yellow area was searched by both teams and it was here that the “Black Box” recorder found.

SEAL’s have come forward stating that their mission was to remove any missile parts found.

REFERENCES

  1. Callahan, Maureen, (2016),“Was TWA Flight 800’s fiery crash part of a massive cover-up?” New York Post.
  2. Cashill, Jack, (2016), TWA 800: The Crash, the Cover-Up, and the Conspiracy , Simon & Schuster
  3. Cashill and Sanders, (2003), First Strike: TWA Flight 800 and the Attack on America, HarperCollins Publishing
  4. Fisher, Max, (2013),    The Forgotten Story of Iran Air Flight 655 ,         Washington Post
  5. Schultz, Gwyneth J. , (2009),  Accusations “reckless and a mistake,, U,S. Navy