THE REPUBLIC OF POLAND
COMMITTEE FOR THE RE-INVESTIGATION
OF THE TU-154M CRASH IN SMOLENSK, RUSSIA
PRESS RELEASE
In light of the announcement by Australia and the Netherlands that the Russian state is legally responsible for the downing of Malaysia Airlines Flight 17 in July 2014 based on investigators' conclusion that a Russian army missile system was used in the attack, the Polish State Committee for Re-Investigation of the Crash of Tu154M in Smolensk, Russia, on April 10, 2010 (Polish Re-Investigation Committee), calls on the international public, in particular on the Western mainstream media, to stop endorsing and promoting the Russian version of events described in the Russian report dated January 11, 2011 and presented by General Tatiana Anodina at a press conference broadcasted live globally from Moscow that blamed the Polish pilot, Polish Air Force Commander, and Polish President for the crash.
On April 11, 2018 the Polish Re-Investigation Committee presented the Technical Report on the state of its investigation into the causes of the crash of the Polish Air Force aircraft TU-154M in Smolensk, Russia, on April 10, 2010 (Smolensk Crash). All people onboard died in the Smolensk Crash, among them, the President of the Republic of Poland, Lech Kaczyński and top NATO generals.
According to the international standards of aircraft accident investigation, the Polish Re-Investigation Committee focuses on the material facts, circumstances and evidence not taken into consideration in the Russian final report dated January 11, 2011 (Russian Report) and the Polish final report dated July 29, 2011 (Miller's Report).
The findings of the Russian Report and Polish Miller's Report proved to be incorrect in light of the investigation conducted by the Polish Re-Investigation Committee, and pointed to the wrong reason for the crash.
Therefore, the report of the Polish State Aircraft Accident Investigation Committee dated July 29, 2011 concerning the Smolensk Crash, aka Miller's Report, has been declared null and void. Furthermore, the classification of the cause of the crash of the TU-154M aircraft in Smolensk, Russia, on April 10, 2010, as a Controlled Flight into Terrain due to pilot’s error (CFIT) was declared as invalid for the following reasons:
1. The Russian air traffic controllers at Severny airport in Smolensk, with the assistance of the commander of the Russian Aviation Transport Forces Gen. Benediktov in Moscow, consistently gave false information to the crew of TU-154M during the landing approach on April 10, 2010.
2. Contrary to the statement of the Miller’s Report, Commander of the Polish Air Force General Andrzej Błasik was not in the cockpit of TU-154M at the time of the crash and exerted no pressure over the pilot. The accusations against General Andrzej Błasik are therefore baseless.
3. During the entire flight, the pilot-in-command of the TU-154M made the correct decisions, which were agreed upon with the entire crew at the appropriate time. 16 minutes before the crash, the pilot-in-command made the decision to go around in the event of bad weather conditions and only perform a look-and-see trial approach to landing. Subsequently, he gave the order to “go-around” at a safe altitude. This command was confirmed by the second pilot. During the entire period of the approach to landing, the crew responded properly to the traffic controllers who communicated the distance from the runway.
4. The TU-154M aircraft was destroyed in the air as a result of several explosions.
5. At first, there were explosions in the left wing that led to the destruction resulting in separation of one third of the left wing. This destruction took place approximately 900m before the threshold of runway no. 26 of the Smolensk Severny aerodrome. The explosions destroyed the slats, ribs and spars, as well as the skin, and the pieces were scattered in an area 30m wide and 400m alongside the flight path. Then, the flaps of the left wing were torn off, their parts were also scattered at a distance of over 400m.
6. When the plane passed the point defined as TAWS38 located 710m before the runway threshold, a series of cascaded errors occurred, including errors in left engine, generator, flaps, undercarriage, both radio altimeters, the first hydraulic installation, and the magnetic course measurement system.
7. An explosion took place in the left part of the fuselage of TU-154M, in the area of Lounge 3. The explosion in the fuselage occurred above the ground. A catastrophic failure of the electric power supply occurred before the plane impacted with the ground. The left passenger door was blown away due to the pressure wave, as well as the first and third spar of the left center wing under the fuselage floor. Clothing of more than 30 passengers were torn off, the bodies of more than 10 passengers were severely disintegrated, and their body parts were scattered throughout a large area.
The list of evidence presented in the Technical Report is not final. A complete list of facts, information, research and analysis will be presented in the final report. Key analyses, which led to the main conclusions, are cited as examples.
Click on the thumbnails below to view screen dumps from the detectors used to examine the wreckage and seats from the Polish president's plane crash in Smolensk. An "X" denotes the presence of the detected explosive substance and its type. The underlined Polish word "Probka" or "probka" in the screen dump 1 and 2, means "Sample"
Why did they all fly on the same plane?
Synopsis: January 12, 2013, Toronto, Canada. The wife of the late Deputy-Minister of Culture Tomasz Merta: "What I am about to tell you now, are suspicions - and not even my own - but, rather the [suspicions of the] individuals in the inner-circles of the [Polish] military... I heard a statement that was made - but, I am not taking any responsibility for how credible, or not credible it is. [I heard that] had the generals and journalists' not been re-assigned to different aircraft, it wouldn't have been the Tupolev [Tu-154M], but rather the Casa [transport aircraft] that would have been taken out.
Because the Generals were no longer onboard the Casa, there was no reason for it to get airborne. And for this reason it was the Yak[-40] that flew off to Smolensk. This Casa [transport aircraft] was never examined in any way. It was not subject to any examination. Aside from a single note in the deposition given to the military, no one was interested why this aircraft didn't fly [to Smolensk]. Perhaps, this is someones crazy phantasy, but perhaps it isn't.
Some [Polish] military personnel had suggested, that it [the Casa] had to stay behind at the Okecie military [tarmack], so that the explosives could be removed from it - because they were no longer needed [...] I am only repeating what I was told."
"Disarming" Explosives ...
It is worth for us to retrace the entire process of "disarming" the case of explosive substances at the crash site. It all started with the publication of Cezary Gmyz in "Rzeczpospolita" on October 30, 2012, and information that the detectors, which were used by experts in Smolensk (in late September and October) showed traces of TNT and nitroglycerine.
As it turned out, the journalist was also reporting about the indication of Hexogen. The storm broke. The prosecution denied the publication, and ultimately, the editor-in-chief of "Rzeczpospolita," Cezary Gmyz and two other journalists lost their jobs. The entire editorial staff of one of Poland’s most popular weeklies, "Uważam Rze", was also silenced.
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