Header
Smolensk Crash News Digest
Independent News, Research, Scientific Analysis, and Commentary on the Smolensk Crash and its Implications. Flag of the United States of America
"The dismantling of the Polish State has just ended. Now people will start to disappear." Dr. Janusz Kurtyka Contact | About
  • Smolensk Crash DisinformationNo one saw anything, no one heard anything, no one filmed anything ...
  • 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 ...
  • Smolensk Crash related deaths"The Serial Suicider" Strikes Again. Key witness dead!
  • Countdown to the crash of Flight PLF101Countdown to the crash of Polish Governement Tupolev TU-154M flight PLF101.
  • Smolensk Widow Beata Gosiewska exposes the Smolnesk Crash LieSmolensk Crash Widow exposes the "Smolensk Lie"
  • The List of 96 Victims of Polish Air Crash In Smolensk, Russia, on April 10, 2010.The list of 96 victims
  • 9 Questions for Professor Binienda.Is the U.S. scientific community interested in the Smolensk crash?
  • The destruction of the plane was initiated while it was still airborne, approaching landing.The destruction of the plane was initiated while it was still airborne, approaching landing.
  • 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.

Conventions:

MAK – Interstate Aviation Committee

KBWL LP - Polish Air Incident Investigation Committee

Parts of presentation:

• First impressions
• Results of analysis:
• horizontal trajectory
• the likelihood of a roll to the left
• TAWS #38
• Possible cause: preliminary findings

Dr. Kazimierz Nowaczyk, Ph.D.   Dr. Kazimierz Nowaczyk, Ph.D.
Two years later, March 2012 ...   Above: April 10, 2010

Unprotected remains of Polish Tupoleve TU-154M subjected to elements.

Above: Wreckage unprotected from the elements.

The plane’s left horizontal stabilizer position on satellite pictures:

The Tupoleve's left horizontal stabilizer position on satellite pictures - April 11, 2010, and April 12, 2010.

Above: Left horizontal stabilizer has been moved about 20 meters closer to the main part of the wreckage.

The plane’s left horizontal stabilizer position (33) in MAK Report identical to position on satellite picture from April 12, 2010

The Tu-154M's left horizontal stabilizer position (33) in MAK Report identical to position on satellite picture from April 12, 2010

The final seconds of the flight analysis

Photo Right: Polish KBWL Report   KBWL Crash Report Report
Right: Photo taken by Russian amateur photographer Sergey Amelin   Russian amateur photographer Sergey Amelin photo

Flight Data Recorders:

1. Black Box MŁP-14-5 (Russia)
2. ATM-QAR Quick Access Recorder (Poland)
3. Flight Management System (FMS) (USA)
Terrain Awareness and Warning System (TAWS)

Differences between MAK and KBWL reports Angle of Attack

Differences between MAK and KBWL reports Angle of Attack

The angle-of-attack values are taken from a Russian and a Polish recorder, respectively. Both devices are merely data recorders and not measurement devices

Conclusions:

The final reports of both MAK and Polish Air Incident Investigation Committee do not include any information as to the methodology of the analysis or provide any data which would make the analysis replicable.

Data recovered from some of the aircraft’s recording devices have been subject to arbitrary alterations and some of the data (FMS and TAWS logs) have not been included in the analysis.

FMS Data Extraction for NTSB Identification: ENG10SA025.  Polish Government TU-154 Crash Investigation.

Data Extraction conclusion:

The amount of raw binary data that was captured electronically is very large. UASC software engineering can convert additional parameters to human-readable format if they are needed for the investigation.

FMS (Flight Management System) and TAWS (Terrain Awareness and Warning System)

Table 1

FMS (Flight Management System) and TAWS (Terrain Awareness and Warning System)

MAK added 3 seconds to real UTC time recorded in log files, the Polish investigating committee has added 6 seconds to most of the FMS and TAWS log times, both without releasing any further details

Horizontal Plane Trajectory Near the Birch Tree

Horizontal Plane Trajectory Near the Birch Tree: According to TAWS #37 and #38 logs, the aircraft did not change its magnetic course 140 meters past the birch tree, which is inconsistent with information in both MAK and KBWL reports.

According to TAWS #37 and #38 logs, the aircraft did not change its magnetic course 140 meters past the birch tree, which is inconsistent with information in both MAK and KBWL reports.

TAWS Alert Log #38 (Alert Type “Landing”)

Polish Plane Crash: TAWS Alert Log #38 (Alert Type “Landing”)

Track Rate Computed rate of change of true track, in degrees/sec.
Track rate is used to determine if the aircraft is turning.

Uncontrolled Roll to the Left

Are flight parameters reported by MAK as evidence of an uncontrolled roll to the left consistent with what we know about the aerodynamics of this particular type of aircraft?

Literature:

В.П.Бехтир, В.М.Ржевский, В.Г.Ципенко Практическая аэродинамика самолета Ту-154M , Мocквa 1997.

Пуминова Г.С. Практическая аэродинамика самолета Ту-154В (Ту-154М), Cанкт Петербуг 1995.

Critical flight phases of a Tu-154M aircraft in cruising configuration [1]

Critical flight phases of a Tu-154M aircraft in cruising configuration.

Lift coefficient (Cy), and drag coefficient (Cx) of a TU-154M aircraft in landing configuration [1]

2010 Smolensk Crash: Lift coefficient (Cy), and drag coefficient (Cx) of a TU-154M aircraft in landing configuration

Pitch angle and Roll left parameters (MAK)

MAK Report: Pitch angle and Roll left parameters (MAK)

Taking into account the effects of the aircraft rolling to the left as well as losing a considerable amount of airfoil surface, we can conclude that the critical angle of attack would have been exceeded one second after left wing’s impacting the birch tree.

Airflow vectors

2010 Crash: Airflow vectors

2010 Plane Crash: Airflow vectors: The behavior of the aircraft after losing part of the wing has also been analyzed by a team of researchers lead by prof. Brawn of the University of Akron.

The behavior of the aircraft after losing part of the wing has also been analyzed by a team of researchers lead by prof. Brawn of the University of Akron.

As the aircraft loses part of its left wing, drag works to counteract roll with the force equivalent to air moving at 5 meters per second, applied to the top of the right wing and to the bottom of the left wing.

The left wing moves downwards with an initial acceleration of -23.9, which then decreases to -2.5 deg/s2 because of drag induced by the rolling motion   The left wing moves downwards with an initial acceleration of -23.9, which then decreases to -2.5 deg/s2 because of drag induced by the rolling motion
The net effect is that the aircraft is being rolled to the left (3.0 to 0.55 deg/s2)   The net effect is that the aircraft is being rolled to the left (3.0 to 0.55 deg/s2)
The nose pitches down violently (1.3 to 6.1 deg/s2)   The nose pitches down violently (1.3 to 6.1 deg/s2)

Conclusions

1. The horizontal plane trajectory of Tu-154M, reconstructed from TAWS alert logs, does not change 140 meters after the birch tree. Impacting the tree resulting in separation of part of the wing and an uncommanded roll would also have to result in altering the aircraft’s horizontal plane trajectory. Such change in trajectory is inconsistent with TAWS Alert Log #38

2. Flight parameters reported by MAK and KBWL describe a roll to the left event which is inconsistent with technical accounts of aerodynamic properties if this type of aircraft.

3. If Tu-154M 101 had lost part of its left wing on impact with the tree, it would have to roll to the left, pitch downwards, and impact the ground no later than one second after hitting the tree. 21

Satellite Images of the Area Where the Last TAWS Event Has Occurred (April and June 2010)

Satellite Images of the Area Where the Last TAWS Event Has Occurred (April and June 2010)

Fig. 46 of the MAK report, showing the aircraft’s trajectory base on TAWS logs #34 through #37 (purple line) as well as a reconstruction of radio altitude (blue line).

Fig. 46 of the MAK report, showing the aircraft’s trajectory base on TAWS logs #34 through #37 (purple line) as well as a reconstruction of radio altitude (blue line).

The blue line does not contain any explicit information from TAWS #38 or any of the FMS logs. We do see that the blue and purple lines cross at one point. All TAWS and FMS logs were known to both MAK and KBWL very early into their investigations.

The KBWL Report Omits TAWS #38 and FMS Logs.

The KBWL Report Omits TAWS #38 and FMS Logs: The KBWL Report Omits TAWS #38 and FMS Logs

This slide shows the method used by KBWL to disguise the existence of this data. The fact of this disguise suggests that KBWL is fully aware of the fact that this data is inconsistent with their final conclusions.

MAK Report, FDR Parameters (Fig. 25 and 45, English Version)

MAK Report, FDR Parameters (Fig. 25 and 45, English Version): Two sudden dips in the graph of vertical acceleration (red line) appear in graphs of both MAK and KBWL reports. Neither report mentions them in the analysis.

Two sudden dips in the graph of vertical acceleration (red line) appear in graphs of both MAK and KBWL reports. Neither report mentions them in the analysis.

Time correlation between peaks of vertical acceleration (MAK) and roll left KBWL

Time correlation between peaks of vertical acceleration (MAK) and roll left KBWL

Please send questions and comments to denoiser@yahoo.com

10 Coolawin Rd, Northbridge 2063, Australia
Tel.: (061) (2) 9967-0998
Email: ggg@bigpond.net.au

ANALYTICAL SERVICE CO.

  ANALYTICAL SERVICE CO.
Report No. 456
SOME TECHNICAL AND STRUCTURAL ASPECTS
OF THE SMOLENSK PLANE CRASH
Author: Dr Gregory Szuladzinski
Independent Technical Advisor
of the Parliamentary Team of Antoni Macierewicz
Dr Gregory SZULADZINSKI received his Masters Degree in Mechanical Engineering from Warsaw University of Technology in 1965 and Doctoral Degree in Structural Mechanics from University of Southern California in 1973. From 1981 until present, he has been working in Australia in the fields of aerospace, railway, power, offshore, automotive and process industries, as well as in rock mechanics, underground blasting and military applications. Especially since the early 90’ties he has been doing computer simulations of such violent phenomena as rock breaking with the use of explosives, fragmentation of metallic objects, shock damage to buildings, structural collapse, fluid-structure interaction, blast protection and aircraft impact protection. He has done a number of state-of-the-art studies showing explicit fragmentation of structures and other objects. He is a Fellow of the Institute of Engineers Australia, member of its Structural and Mechanical College, a member of the American Society of Mechanical Engineers and a member of the American Society of Civil Engineers.
The left wing, view from the bottom. The parts are pieced together based on images from the day of the incident.   The left wing, view from the bottom. The parts are pieced together based on images from the day of the incident.
The airplane change magnetic heading after TAWS #38 on baro-altitude 37.5 m.   The airplane change magnetic heading after TAWS #38 on baro-altitude 37.5 m.

Phase I

Internal or external explosion in front of the left wing

  Internal or external explosion in front of the left wing

Phase II

Internal explosion in central position in airframe

  Internal explosion in central position in airframe

The loss of the wing’s leading edge near the fuselage and the entire left-most part of the wing had two aerodynamic effects: loss of lift on the left side and increase of drag. The first effect induces roll to the left, while the second one induces a change in magnetic heading.

Phase III

The rear part of the airframe with wings and vertical stabilizer rolls to the left independently of the front part which stays in its natural position

  The rear part of the airframe with wings and vertical stabilizer rolls to the left independently of the front part which stays in its natural position

Phase IV

Impact with the ground: only the rear part of the fuselage is inverted.

  Impact with the ground: only the rear part of the fuselage is inverted.

Angular momentum about the roll axis breaks the fuselage apart completely, separating the front of the fuselage from the rear, with the rear continuing to roll to the left.

Cockpit and front part of fuselage are not inverted

Cockpit and front part of fuselage are not inverted

Rear parts of the fuselage in inverted position

Rear parts of the fuselage in inverted position

Summary of Results

The main causes of the crash were two explosions taking place just before landing.

One of them impacted the left wing near its mid-point and caused an extensive damage, effectively breaking the wing in two. The other, inside the fuselage, caused an profound damage and dismemberment of the latter, as well as loosening the connection of the left wing and fuselage. The landing in a woody area, no matter how unfortunate and at what angle, was incapable of causing the documented fragmentation of the structure.

 
Part 1: Smolensk Crash Explained
Part 2: Inconsistencies in Reports
Part 3: Emerging Crash Causes
Gaping Holes In Official Reports
Diana West: The answers Russia presented to the world in its official 2011 crash report are wholly unsatisfactory. Indeed, the Moscow-controlled crash investigation seems to have been designed to suppress or tamper with evidence to exonerate Russia of all responsibility for an accident -- or guilt for a crime.

In 1952, Congress investigated the Katyn Forest Massacre and proved Soviet guilt; in 2010 and 2011, there were calls in Congress for an independent investigation into the Smolensk crash.

Such an investigation is urgently required in 2012, and not only to solve the mystery of a vexing crash. We must find out whether the West has once again been party to another Big Lie out of Moscow.

Read more here

TNT After All ...
 
Did Polish Military Prosecutors' Office lie to the international media during its press conference in Warsaw on October 30, 2012? Was the international public opinion purposefully misled by the Polish military prosecutors? It is noteworthy, that on October 30, 2012, during the international press conference in Warsaw concerning the discovery of the TNT on the wreckage of the Polish president's plane, Mr. Szelag said the following: "'It is not true that investigators found traces of TNT or nitro-glycerine,' said Colonel Ireneusz Szelag from the military prosecutors' office." (Source: Reuters - "Poland denies explosives found on wreck of crashed jet")
Dr. Michael Baden Interview
Dr. Michael Baden, Ph.D.
World-renowned forensic pathologist goes on the record: "I have been doing autopsies for 50 years, and I've investigated more than fifteen, twenty airplane crashes […] I've been in countries all over the world where families think that the government is hiding something. Whether it is Zimbabwe or Israel, or Philippines, the government may not like an outside person checking to make sure they got it right. [But,] they never interfered with that. The family, the next of kin, always has the right to do what the wishes of the family are. In the 21st century, the body of the dead person no longer belongs to the state. It belongs to the family. So, it is unusual - something that I have never experienced before - where the government [of Poland] has not permitted the famil[ies]" to conduct independent forensic examinations of their loved ones' remains [...] I've never heard of a body coming back to a country and the family being unable to open up a casket. I've never heard of the family not being able to get an autopsy… Read more here

 

The translation of all materials included on this website into English language, unless otherwise noted, is Copyright ©2008 - 2016 by DoomedSoldiers.com. All Rights Reserved. All materials on this website are subject to the United States and International Copyright Laws and are the property of their respective owners, appearing herewith under The Greater Public Good Doctrine.

Disclaimer: The views and opinions expressed herein are those of the author and do not necessarily reflect the views the SmolenskCrashNews.com. All information is provided on an as-is basis, and all data and information provided on this site is for informational purposes only. The Smolensk Crash News DOT COM makes no representations as to accuracy, completeness, currentness, suitability, or validity of any information on this site and will not be liable for any errors, omissions, or delays in this information or any losses, injuries, or damages arising from its display or use.

Word Press WP3.8.1a b1.1