On the basis of the Presidential Order of the Russian Federation dated April 10, 201062 a State Investigation Commission was appointed to investigate the causes of the Tu-154M aircraft crash. The Investigator-in-Charge for the State Investigation Commission was the [then] Prime- Minister of the Russian Federation Vladimir Putin. From April 10 to April 13, 2010, the investigation at the crash site was supervised by Vladimir Putin and led on the ground by the Head of the Flight Safety Agency of the Russian Armed Forces. During this three-day period, the following individuals played the key role in the investigation into the Smolensk Crash: Yury Chaika Prosecutor General, General Rashyd Nurgaliyev, Gen. Sergei Ivanov and Gen. Sergei Shoigu.63
All these officials are closely connected with the Russian security forces, the ultimate successors to the executioners of the Katyn [massacre] victims. General Shoigu is well known for his comments on the Katyn crime and the historiography of World War II. In March 2009, Shoigu publically stated: “Our parliament should pass a law that would envisage liability for the denial of the Soviet victory in the Great patriotic War.” General Shoigu further stated that the legislation would also seek to punish eastern European or former Soviet states that deny they were liberated by the Red Army. “The leaders of those countries could be banned from Russian soil. Then the presidents of certain countries denying this would not be able to visit our country and remain unpunished,”64 Shoigu said.
On April 13, 2010, the general supervision of the technical investigation and coordination with the interested Russian and foreign parties was delegated to A.N. Morozov, the IAC Chairperson who also acted as Deputy of the State Investigation Commission.
On April 13, 2010, Morozov issued an order concerning the technical investigation in cooperation with the Russian Ministry of Defense.65 By this order the following investigation team was appointed: Investigator-in-Charge A.N. Morozov, Vice-Chairman of IAC – Chairman of the AAIC; Deputy Investigator-in-Charge: V.V. Sorochenko, Deputy Head of the Flight Safety Agency, Russian Armed Forces, Deputy Investigator-in-Charge: G.A. Yachmenev, Vice-Chairman of the AAIC, IAC; Members: 1) A.V. Alekseyev, Deputy of the Chief Engineer, Aviakor Ltd. Aviation Plant, 2) R.T. Yesayan, Deputy General Director – Head of flight-research center, State Research Institute for Civil Aviation; 3) N.M. Kozhevnikova, Consultant, AAIC, IAC; 4) M.S. Kulikov, Chief ATC instructor, Air Navigation Institute; 5) V.G. Nekrasov, Vice-Chairman of Airdrome and Equipment Certification Commission. IAC; 6) A.V. Roldugin, Vice-Chairman of the AAISTSC, IAC; 7) A.A. Talalakin, Deputy of the Chief Constructor, Tupolev Design Bureau.
Several members of the above listed technical investigation team acted in direct conflict of interest with respect to the investigation into the Smolensk Crash. The most alarming is the presence on the investigation team of a representative from the Aviacor Aviation Plant in Samara (“Aviacor”). In his capacity as Deputy Chief Engineer of the Aviacor, Alekseyev was directly responsible for the technical reliability of the airplane under investigation because at the time of the crash the Tu-154M airplane operated under valid warranty from Aviacor. Just 2.5 months before the crash, Aviacor performed major warranty work on this particular Tu-154M. Similarly, the presence of Talalakin, a representative of the designer/manufacturer of the airplane under investigation, raises serious doubts as to his impartiality. Another member of the investigative team named Nekrasov serves as Deputy of the Airport Certification Committee of the IAC. In this capacity, Niekrasov issued IAC certificates for many airports including the certification for the airport in Sochi where on May 3, 2006, an Armenian plane crash-landed in bad weather. According to the IAC, the pilot was at fault. Armenia protested this finding, pointing out that the pilot did not receive appropriate support from the FCT.66 Another member of the investigative team R.T. Yesayan publicly declaring that “they were seeking the ground and there was plenty of bodies.” With respect to the assessment of the work of the Smolensk FCT, Yesayan did not object to a statement by one of his experts that even “a chimpanzee could be seating and mumbling in the Flight Control Tower.”67 Another member of the investigative team M.S. Kulikov as an expert on Civil Air Traffic Management had no appropriate qualifications with respect to air traffic management at the military airport like the 'Severny' Airfield in Smolensk.
The Interstate Aviation Committee that conducted the investigation into the Smolensk Crash acted from the position of conflict of interest in many important respects. The IAC, as the state regulator, certified the designer of this plane, its manufacturer, its servicer, the manufacturer of the engines, and the servicer of the engines. The average fee for the certification is in the range of three to five million dollars.68 Accordingly, the IAC — as the agency responsible for quality control of the airplane, aircraft manufacturer, and the safety procedures at the airport — acted in direct conflict of interest in the investigation into the crash of the Tu-154M airplane in Smolensk.
The Tu-154M that crashed in Smolensk had experienced a major technical problem on landing in Haiti in January 2010. The IAC, as the agency overseeing Aviacor, took no action with respect to this incident.69
62 Order of the Head of the State Commission No 225-рп.
63 Aleksander Ścios, Zbrodnia Smoleńska; Anatomia Dezinformacji. Wydawnictwo Antyk, Warszawa 2011, p. 70.
64 See: Adrian Blomfiled, “Russian to outlaw Criticism of WWII tactics.” The Telegraph, March 5, 2009, as retrieved on line on November 7, 2011 at http://bit.ly/1d9voWo.
65 Order No8-498/р.
66 Ścios, Zbrodnia Smoleńska, p. 72.
67 Ibid. p. 73.
68 Per estimates of Michail Markov, the IAC received from Aviacor close to $ 25 million from certification fees. The credibility of the IAC is also challenged in connection with a major malfunction of the TU-154M airplane that took place in January of 2010 in Haiti. The IAC as the agency overseeing Aviacor took no action with respect to this incident.
69 Ścios, Zbrodnia Smoleńska, p. 75.
Cover-up by "Suicide"
Remarkably convenient suicides ...
Remigiusz Mus, the flight engineer on Yak-40 whose landing immediately preceded PLF 101 and whose testimony implicated the Russian flight controllers, died of suicide.
This rounds out the death of the entirety of key witnesses whose testimonies could prove that the flight controllers bore at least partial responsibility for the mysterious crash that killed the Polish President Lech Kaczynski and 95 others near Smolensk, Russia, on April 10, 2010.
Suicide. So says the Polish Prosecutors office under the administration of Donald Tusk, Bronislaw Komorowski, and the Civic Platform party (Platforma Obywatelska, PO) - the people who came out on top following the disaster of Flight PLF 101. The position of the Prosecutors office is that the autopsy indicated death by hanging with no defensive wounds and and alcohol level of one permille (.01%).
General Konstantin Anatolyevich Morev, chief of the Federal Security Services (FSB), successor to KGB, office in Tver, who interviewed the Russian flight controllers, died at the end of August 2011. His body was found in his office. The official cause of death was a self-inflicted gunshot wound from his service revolver.
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