Aer Lingus Viscount accident--off Strumble
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Could the discrepancy between the Shannon ATC tape, the sudden change in situation on handover to London and the proposed (twin spinning) flight scenario put forward in the latest investigation be explained by the wrong tape being put forward by Shannon ATC? I do not know what the verification process for time and date was in the pre-digital age! Now that the tapes are gone, it would be hard to say, but could it have been from an earlier flight! Captain O'Beirne did fly the route before.......Probably one conspiracy theory too far...
All things are possible, but there is only a "discrepancy" between the transcript evidence and the "International Team"'s scenario because the IT chose to construct the latter by assuming that all the witnesses were referring to the one aircraft, i.e. the Viscount. This beggars belief when you examine some of the detail given by some witnesses.
It would be an amazing coincidence as the first communication with LATCC was at an appropriate time just after the aircraft had been instructed to contact London Airways. In addition to that factor, the aircraft's VHF comms had one set selected to LATCC frequency, with the other no longer on Shannon frequency.
In order to justify their scenario, the IT had to discredit the evidence of the transcripts with implications of inconsistencies and the direct accusation that the Shannon transcript was plain wrong - though they were unable to justify this. However, on close inspection, it can been seen that their interpretation of the transcript evidence was based on considerable ignorance and lack of understanding of the factors involved - including also a basic error in their logic about the timings in the Shannon transcript.
There might well have been no other aircraft involved, but if one were being uncharitable, one might think that the IT started out to prove this and then twist the evidence to support it in order to put the whole matter to bed once and for all.
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It would be an amazing coincidence as the first communication with LATCC was at an appropriate time just after the aircraft had been instructed to contact London Airways. In addition to that factor, the aircraft's VHF comms had one set selected to LATCC frequency, with the other no longer on Shannon frequency.
In order to justify their scenario, the IT had to discredit the evidence of the transcripts with implications of inconsistencies and the direct accusation that the Shannon transcript was plain wrong - though they were unable to justify this. However, on close inspection, it can been seen that their interpretation of the transcript evidence was based on considerable ignorance and lack of understanding of the factors involved - including also a basic error in their logic about the timings in the Shannon transcript.
There might well have been no other aircraft involved, but if one were being uncharitable, one might think that the IT started out to prove this and then twist the evidence to support it in order to put the whole matter to bed once and for all.
2 s
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Viscount Crash
On the 24th of March 1968 an Aer Lingus Viscount aircraft crashed off Tuskar Rock. All 61 persons on board perished.
An investigation was immediately initiated and a report was published in 1970. This Report concluded that the presence of a second aircraft in the vicinity on that day was “inescapable” but was not positively identified. This aircraft was described by 4 witnesses as having very red colour on wings and tail. This sighting took place at Fethard around noon (after Mass and before dinner).
On the 25th of March 1968 an RAF Shackleton reported the presence of a Vampire jet aircraft with definite Irish markings in the search area . Irish Vampire jets have red colour on their tails and wings. This Vampire was reported by British Authorities, who were coordinating the search for the missing Viscount at the time, to be hampering the search . The Marine Rescue Coordinating Centre based in Haulbowline made enquiries from the Aer Corps regarding the identity of this Vampire. The IAC reported that there were no Irish military aircraft in the air at that time.
In addition the IAC movement logs published in the 2002 International Study did not record any Vampire jet in the air on the 25th of March. These logs were omitted from the main report until 5 years after its publication and then only after the AAIU were informed of there omissions by myself and Alan McCormick. It took the AAIU 6 months to find them. It is interesting to note that the authors of the 2002 report cast doubt over there veracity. The report refers to the logs thus “ It is noted that this is an operational statement and so, questionable” The report also refers to an alleged statement by a member of the IAC that “the solution should be closer to home”
There is also a most unusual entry in the Review of Irish and UK files carried out by the two most senior members of the AAIU, both retired IAC officers which states “ It should be noted that even if the presence of another flying object in the area were proven, there is still no evidence to show that it might have had any connection the accident to EIAOM”
When I questioned a member of the AAIU recently about the presence of a IAC Vampire on the 25th he admitted immediately and without reference to any documentation that an unauthorised flight of a Vampire Jet took did in fact take place on the 25th. The pilot according to the AAIU was a young cadet.
It should be noted that the 1970 report concluded that the proximity of a second aircraft could have caused the Viscount to make an evasive manoeuvre resulting in a spin or spiral dive.
An investigation was immediately initiated and a report was published in 1970. This Report concluded that the presence of a second aircraft in the vicinity on that day was “inescapable” but was not positively identified. This aircraft was described by 4 witnesses as having very red colour on wings and tail. This sighting took place at Fethard around noon (after Mass and before dinner).
On the 25th of March 1968 an RAF Shackleton reported the presence of a Vampire jet aircraft with definite Irish markings in the search area . Irish Vampire jets have red colour on their tails and wings. This Vampire was reported by British Authorities, who were coordinating the search for the missing Viscount at the time, to be hampering the search . The Marine Rescue Coordinating Centre based in Haulbowline made enquiries from the Aer Corps regarding the identity of this Vampire. The IAC reported that there were no Irish military aircraft in the air at that time.
In addition the IAC movement logs published in the 2002 International Study did not record any Vampire jet in the air on the 25th of March. These logs were omitted from the main report until 5 years after its publication and then only after the AAIU were informed of there omissions by myself and Alan McCormick. It took the AAIU 6 months to find them. It is interesting to note that the authors of the 2002 report cast doubt over there veracity. The report refers to the logs thus “ It is noted that this is an operational statement and so, questionable” The report also refers to an alleged statement by a member of the IAC that “the solution should be closer to home”
There is also a most unusual entry in the Review of Irish and UK files carried out by the two most senior members of the AAIU, both retired IAC officers which states “ It should be noted that even if the presence of another flying object in the area were proven, there is still no evidence to show that it might have had any connection the accident to EIAOM”
When I questioned a member of the AAIU recently about the presence of a IAC Vampire on the 25th he admitted immediately and without reference to any documentation that an unauthorised flight of a Vampire Jet took did in fact take place on the 25th. The pilot according to the AAIU was a young cadet.
It should be noted that the 1970 report concluded that the proximity of a second aircraft could have caused the Viscount to make an evasive manoeuvre resulting in a spin or spiral dive.
Last edited by 383656; 27th Aug 2009 at 19:01. Reason: Spelling and meaning
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Viscount Crash 1968
Two books were published titled "Tragedy at Tuskar Rock". The first was written by Dermot Walsh and published in 1983, the second was written by Mike Reynolds and published in 2003. Walshes book was in the main based on the official investigation carried out by The Department of Transport and Power , A.A.P. No. 6. and published in June 1970. Reynolds book was totally supportive of the Study carried out by the international team published in 2001. It is suggested that a forensic examination of this Study would conclude that it cannot stand up to close scrutiny. This Study for example concluded that EIAOM fell 10,000 ft. out of control shortly after leaving Cork and then traveled along the south coast before turning inland over Waterford. No messages were received from the aircraft during this time and there was no evidence that life jackets were donned by either passengers or crew. There are many inconsistencies in this Study which when published went unchallenged. The Irish taxpayer were hoodwinked into paying for a load of rubbish.
Reynolds book was totally supportive of the Study carried out by the international team published in 2001 (sic - 2002?).
They try to suggest that there were anomalies in the rate of climb and yet failed to take into account the aerodrome elevation at Cork, the prevailing pressure and the tolerance of timings. They suggest a mystery about the ETA passed by the crew for STU and that it was wrong - and yet a few simple calculations will show that it was precise. They make an elementary error (applying a correction the wrong way!) in addressing the time difference indicted by the Shannon controller. They suggest that the Shannon transcript must be wrong but cannot explain that accusation. They describe the Viscount crew as navigating by using DME at Strumble - there was none. Their chart of the Viscount's track from CRK includes the fundamental error of being plotted in degrees (true) instead of (magnetic).
It is suggested that a forensic examination of this Study would conclude that it cannot stand up to close scrutiny.
This is not to deduce that another aeroplane or missile was involved in contributing to the accident, but that the Team's logic in totally discounting that possibility is utterly false and based on incompetent analysis.
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