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  • Russian Image Management by Euguene PoteatRetired CIA Senior Scientific Intelligence Officer Euguene Poteat speaks out
  • TNT and other explosives detected on the wreckage of Polish presidential planeC4, TNT, RDX, HMX (octogen), p-MNT and Nitroglycerine detected ...
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  • Countdown to the crash of Flight PLF101Countdown to the crash of Polish Governement Tupolev TU-154M flight PLF101.
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  • The List of 96 Victims of Polish Air Crash In Smolensk, Russia, on April 10, 2010.The list of 96 victims
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  • Lech Kaczynski's Security Was Purposefully CompromisedPolish president's security was purposefully compromised!
  • Slide 11 Title Goes HereThe main causes of the Polish Tu-154M crash were two explosions onboard.
  • Facts presented in this report demonstrate a clear and convincing evidence of obstruction of justice in the one-sided and superficial investigation that violates basic norms of any airplane crash investigation, elementary standards of due process of law, and rights of the families of the victims.Was the official investigation an obstruction of justice?
Polish air crash disinformation. Russian Image Management by Retired CIA Senior Scientific Intelligene Officer, Eugene Poteat, LL.D Traces of explosives detected on remains of Polish president's plane. Serial Suicider on the loose. The crash of Flight PLF101 Timeline. Polish air crash lie exposed. Victims of Polish air crash. 9 Questions for the lead scientist in the independent Smolensk crash investigation. Mechanical and structural aspects of 2010 crash of Polish Government Tupolev TU-154M in Smolensk, Russka. Polish president's security was intentionally compromised. Scientific analysis of Smolensk crash points to the invalidity of the official findings. 2014 independent Smolensk Crash Raport: What do we know about Smolensk crash today.

Some Mechanical and Structural Aspects of the Smolensk Crash
By Dr. Gregory Szuladzinski, Ph.D., MSME
SCND2014GS

5. Kinetics of Last Phase of Flight

   

Why assume an initial damage to the fuselage, as in Fig.15? It has much to do with the structure, where the strongly built center wing penetrates a fuselage. This means that the fuselage has a cutout, which weakens it.

There is certainly a strong connection between the center wing and fuselage, quite sufficient for normal loads. However, such construction performs much worse in the case of impact loads that are associated with the explosion. This reasoning could be countered by saying that during landing such shock loads are present, and the designer was aware of that. However, we are dealing with a fundamental difference: The landing loads press the fuselage against the wing, while the impulse from the wing attempts to separate the two.

The loss of leading edge at the fuselage and partial separation of the wing give two important aerodynamic effects: loss of lift on the left wing and an increase in aerodynamic drag. The first one causes rotation around the longitudinal axis, while the second forces the plane to turn left. Figure 16 shows the continuation of rotation and the wing segment left further behind.

Figure 17 illustrates the fragmentation of the fuselage after the internal explosion, described below.

The internal explosion in an already pre-damaged hull, in the presence of a still active torque causes the separation of the two parts. The front of the fuselage continued to rotate around the longitudinal axis, but only because of its inertia. The rear part is still "driven" by the uneven distribution of lift on the wings. This results in mutual rotation of these components so that the end of their relative position, as shown in the figure, is similar to what was found on the crash site.

It is not important whether the angle of rotation of each of these two parts was exactly a multiple of 1800. It is enough if the rotation angle exceeds 900, and as a result of inertia of the center wing, an upside down landing of rear portion is enabled.

Speaking of the final location on the ground, the front part of the fuselage finally stopped at the approximately normal position. The rest of the machine was hitting the ground in the upside - down position and undergoing further fragmentation. Finally, parts of the center wing stopped near the cockpit after assuming an inverted position.

A more detailed fragmentation pattern is shown in Figure 21, as created by Mr. Marek Dabrowski, MSA. Since this was created independently, not all of the details described here coincide with the above sketches.

Fig. 14. Sketch of the undamaged Tu-154M.
Above: Fig. 14. Sketch of the undamaged Tu-154M.
Fig. 15. The airplane after the explosion at the wing: the wing tip broken off, damaged base and pre-damaged front of the fuselage junction with the remainder.
Above: Fig. 15. The airplane after the explosion at the wing: the wing tip broken off, damaged base and pre-damaged front of the fuselage junction with the remainder.
Fig. 16. More inclined plane is continuing its journey, leaving behind the wing tip.
Above: Fig. 16. More inclined plane is continuing its journey, leaving behind the wing tip.
Figure 17. Relative position of the front of the fuselage and the rest of the plane after the internal explosion.
Above: Figure 17. Relative position of the front of the fuselage and the rest of the plane after the internal explosion.

 

Parts of this Report
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

 
Explosives Found on the Wreckage

Conclusive evidence of explosives detection emerges! Antoni Macierewicz Press Conference, July 19, 2013. Examples of Spectrometer readouts released to the public.

Conclusive evidence of explosives detection emerges! Antoni Macierewicz Press Conference, July 19, 2013. Examples of Spectrometer readouts released to the public.

Read more here

 

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