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Standard practice would entail calling out the readings on the pressure altimeterwhich is set according to atmospheric pressure and thereby references the elevation of the actual airport. The terrain on approach to Smolensk airport is uneven and locally much lower than the runway level. Power settings for jet engines are expressed in instrument readings and flight data recorders as percentages labeled as "N1" and "N2".
N1 and N2 refer to the spools, or shafts, of a jet engine on which the compressor and turbine blades are mounted; jet engine power is measured as a percentage of maximum N1 or N2 rpm.
However, they did not go around, and continued the descent. The Final Report would later determine that a go-around was technically possible from as low as 40 m, but that m was the first of many times that the crew were required to go around, but did not.
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The crew continued the descent. If this happens, the first officer is supposed to overrule the captain, take control of the airplane, and initiate a go-around.
Despite these calls, neither pilot initiated a go-around, and the descent continued. Therefore, when "PULL UP" sounds, the crew is supposed to begin an immediate, maximum performance emergency climb full power and angle of attack to the maximum permissible without stalling and continue climbing until the warning stops.
Prior to this moment, the radar controller had no reason to think that the landing attempt was not proceeding normally. The behavior of the controller was later the subject of some criticism by the Polish media.
The controller remained silent for about 12 seconds after the aircraft passed the m mark, and, even at that point, he did not order a go-around, but, rather issued an instruction to transit from a descent to a horizontal flight. The decision to go around was apparently reached in the cabin of the aircraft within a few seconds of that instruction. None of this ever happened, with the aircraft continuing the descent through the m mark while the ground control remained silent.
It is unknown whether the crew really understood the ground control instruction literally, "landing additionally,3 m"which was issued in Russian and used a relatively recent expression that was only codified in Simultaneously to this callout, the FDR recorded a brief pull on the control column, likely done by the first officer, as he instinctively started the go-around sequence of actions.
According to the investigation, this attempt at a go-around was completely overridden by the auto-pilot, which was still active, and, in any event, it was not completed protocol requires that the correct sequence of operations during a go-around attempt involves increasing thrust to takeoff mode and disengaging the autopilot, neither action was done at the time.
The Russian investigation surmised that at this moment the flight crew saw the trees through the fog, and instinctively reacted in an attempt to escape their grave predicament. The crew did not disengage the autopilot, but the action of commanding maximum pitch up on the control column overpowered it, causing the pitch channel to disengage. The control column briefly moved to neutral at this point, then moved full aft and remained there for the duration of the flight.
Two seconds before the "level" command, the aircraft commander made the decision to go around. According to the Polish committee's findings, the command to level should have been issued 10 seconds sooner, when the aircraft was well below the glide path.
The resulting asymmetrical lift caused an uncommanded roll to the left. Within 5 seconds, the aircraft was inverted, hitting the ground with the left wing, followed very shortly after by the nose. The nose impact resulted in forces exceeding gwhich killed everyone on board instantly. The largest pieces left were the wing roots the strongest part of an airplanethe wingtips and the tail section.
The tail section came to rest backwards, relative to the direction of flight. A small post-impact fire ensued, but was quickly brought under control by the emergency services and extinguished 18 minutes later. Pictures from the scene showed parts of the aircraft charred and strewn through a wooded area. Poland also set up its own committee to investigate the crash, and prosecutors in both countries began criminal investigations.
The committee's Air Accident Investigation Commission is responsible for investigating civil aviation accidents occurring in commonwealth member nations. The committee is headquartered in MoscowRussia. The commission was to be supervised by Prime Minister Vladimir Putin.
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Since the FMS units are linked together, being able to read the memory of one meant the investigation was able to determine the actions performed by both units. Alexei Gusev, general director of the Aviakor factory, said that the aircraft's three engines had been repaired and technicians had upgraded the plane's avionics at a recent overhaul the previous year.
He said that there were no doubts about the plane's airworthiness. However, in the transcript released online by the Sejm, the meaning of her speech was changed: Moreover, in Septemberone of the Polish pilgrims to Smolensk found a jaw with teeth and two other bones.
However, Edmund Klich, the head of the Polish investigative commission, said that "Poland does not have a lot of things that we would like to have" and as an example gives lack of documentation of Smolensk airport and regulations about Air Control.
WBJ | Warsaw Business Journal
Polish officials were to secure all Polish state documents found in the wreckage, as well as electronic devices portable computers and mobile telephones belonging to government officials and military officers. In turn Russian investigators received from Poland materials secured after the crash, including those about the technical state of the aircraft and fitness of the pilot.
The Polish investigation results were to be based in part on Russian findings, but they are not bound by the results of the Russian investigation. Preliminary results of the investigations were to be released on the Thursday after the crash including the cockpit voice recordingsbut this was postponed until after the weekend when the funeral of the Presidential couple was to take place,   then postponed indefinitely until the full analysis was completed. Previous flights to Smolensk had been accompanied by a Russian navigator, but none was provided for the April flights, with differing reasons for this given by Polish and Russian sides.
According to Plusnin, the pilot said, that he would attempt one approach, and if landing was not possible, he would then divert to another airfield. Under Russian law, military flights are under the control of Russian military ATC, and permission or denial for approach and landing must be given by the controller prior to these actions being undertaken by a flight crew.
All systems of Tu stopped working at 8: Alexei Morozov, the head of the technical commission of Russia's Interstate Aviation Committee, stated that the Tupolev TuM had no mechanical faults, and that an air traffic control official at Smolensk North Airport had "warned twice that visibility was metres 1,ft and that were no conditions for landing".
The investigation ruled out a terrorist attack, explosion or fire on board the aircraft as the cause of the crash. It was also reported that the voices of two non-crew members were heard in the cockpit during the period leading up to the crash.
It was first sounded 18 seconds before hitting the tree and the crew attempted to abort landing 13 seconds later. Edmund Klich, the head of the Polish investigative commission, stated in an interview "Pretty much everything is clear right now and nearly all evidence has been gathered".
The aircraft attempted to pull up after hitting a five metre tall birch tree, but part of the left wing had been sheared off in the impact. The aircraft then went into a roll before landing on its back and disintegrating five seconds later.