Two leading German aviation experts, Marek Strassenburg Kleciak, a specialist in three-dimensional navigation systems at Bundeswehr University in Munich and at the Faunhofer Institute in Darmstadt, and Hans Dodel, a German expert on navigation systems and electronic warfare, an author of the book "Satellite Navigation", published in the influential Warsaw paper Gazeta polska an article entitled "It was an act of terrorism" (To był zamach), in they which explain how the aircraft of Polish President Lech Kaczynski was destroyed.
Having examined the full report of lies of Russian KGB's "investigation commission", the so-called IAC, they, in particular, indicate:
"The history is repeating. A plane of procommunist President of Mozambique crashed in South Africa on October 19, 1986. There were 43 people on board with the president and many ministers and other officials who held leading positions in the country.
As in case of the presidential plane at Smolensk, the Mozambican plane deviated from the correct runway at 37 degrees. The pilots behaved as if they do not know at what height they are. They ignored the warning signal from the GWP, which was received by them 32 seconds before the crash. After the crash, the South African police took all the black boxes and refused to conduct an independent investigation.
The official report of South African investigators is read as if it was compiled in modern Russia. The report states:
1) The aircraft of President of Mozambique was in a fully satisfactory working technical condition.
2) A terrorist attack or sabotage is excluded.
3) The behavior of the crew did not comply with the requirements needed for the landing.
4) The pilots ignored warning signals of GWP.
Russians, who lost a valuable ally in the plane crash, unexpectedly protested against the South African report. They accused the government of South Africa in the distortion of the satellite signal sent to the aircraft.
All these circumstances are very similar to what happened in Smolensk on April 10, 2010.
It is turned out after many years that the Communists were right. In January 2003, a former secret agent of the South African regime, Hans Lowe, admitted that the plane had been shot down by a deliberate falsification of satellite signals, carried out by South African agents.
He also said that if the electronic attack failed, the aircraft would have been shot down by conventional weapons by two groups of commandos (we saw that in Smolensk during the killing of survived Poles by Russians - KC).
It is a fact that on April 10 at Smolensk Russian distorted satellite signals of GPS, as a result of which the plane moved in a wrong position (in horizontal plane: 160 meters to the left of the runway and vertically, at estimated 80 meters below the required level).
An "intelligent" signal distortion involves the capture of the signal and sending it back (with a slight shift in time and with greater intensity) at the same frequency, in order to deceive the crew.
It is necessary to specify that this has nothing to do with fantastic technical devices in James Bond movies. This technology is used worldwide to protect buildings since 9/11, including buildings of special importance, such as nuclear power stations and governmental agencies (e.g., in case of missile attacks).
In case of approaching Tupolev, a signal distortion in a rather small area has led to the tragedy.
An equipment for the signal distortion operates with an accuracy of 0,3 meters. And a source of the remote control could be positioned from at a distance of dozens of kilometers from the aircraft . Technically it is possible to distort the altimeter readings.
If we add here the distortion of atmospheric pressure data (Russian air traffic controllers did not gave this data to Tupolev), then the crew, even in a better visibility than it was in Smolensk, didn't have a slightest chance of survive. The character of the area near the airport of Smolensk - a large valley - was an additional guarantee for the success of the Russian attack.
GPS indications and other devices did not allow to activate the system for preventing to approach to the ground too closely, the EGPWS. This system is activated when the aircraft lowers below 666 meters (2000 feet) from the earth surface.
Pilots ignore the EGPWS signals every time when they carry out a regular landing. In this case, the problem was that the EGWPS system is activated according to the readings of the positionmeter of the GPS receiver and the altimeter. Thus, the pilots, instead of 100 meters above the ground, were at the height of only 5 meters, and from this position, they never reached the landing strip...".