The 14th cause of Gagarin and Seregin's death

According to the annual routine, April 12 has become the traditional day of the Russian cosmology industry, but also in this very important day of 2007, silent investigations of the true death of the cosmonaut Yury Gagarin's voice has ' revealed ' more interesting information.

The investigation confirmed that the ' truth ' has been buried for a long time and this time, Eduard Serser 's comments on the hypothetical and' crazy 'hypotheses surrounding the deaths of Yury Gagarin and Vladimir Seregin were confirmed.

The reverse of time returns 30 years ago and starts from the ' hanging barrels '

Through repeated tests and standard calculations, the researchers have confirmed that they cannot affect the outcome of the flight, since these crates do not slip out of the plane, even when the overload is greater than 10 units. .

When the overload is higher than 3 units, pilots can still control under simple steering (hanging barrels are considered overloaded for Mig - 15 UTY aircraft). It is this exercise designed for Gagarin.

In fact, meteorological conditions are very complicated. The amount of thick clouds is usually better than multi-level clouds. Although the altimeter when taking off at flight school did not work, there were many sources that confirmed that Gagarin and Seregin had strictly abided by maintaining the position and altitude of the aircraft, in which there is a source of RTS - missile squadron of the Kurzaski regional air defense system, where all vehicles are active, including altimeter.

Maybe Gagarin was not well prepared for the flight because within 2 weeks of March he flew 7 hours and although there was no control knob in the cockpit behind, the flight still took place as planned until the minute before final.

The cockpit of the pilots

A 2006 published newspaper claimed that Gagarin and Seregin seem to have dropped lower to observe wild boar for the upcoming hunt. Such a hypothesis can only arise when there is a very rich imagination. But anyway, while hunting bears, if you see a hamster, the hunter will still chase it.

Yury Gagarin (Photo: spaceistheplace)

If seriously speaking, Gagarin is a skilled and very responsible pilot, moreover he longs to wait for his own flight (he can make this flight on the very day after the test flight with Seregin). Only the pilots know this: the first independent flight after a long break. Fly again! What boldness can be said during that time? So, knowing that the weather deteriorated, Gagarin completed the task early, in order to keep flying in a loop. Self-flying - that is Gagarin's main purpose and also the main work of the day.

There is no swirling state. There was no collision with the reconnaissance gas. Do not fall into the missile system. While flying the engine is not stopped. The pilots in the flight did not faint. All these hypotheses have long been rejected, in addition, most of their authors have modified them.

Do not control the pitch

Humanity fully agrees with Eduard Serser's point about the cause of the incident due to the crew's fault. Thousands of lives of pilots and passengers can be preserved, hundreds of aircraft can be rescued, if accurate conclusions are based on objective investigation of the cause of the disaster on 27 / 3/1968 given. Therefore, up to now, accidents due to disorientation in space have been repeated and continued.

Thus, due to the above reason, on July 30, 2006, the SU-24 broke up in Kaliningrad sky. Meanwhile, the two pilot pilots in the cockpit of this bomber were very experienced in flying aircraft. In 2002, pilots were once again accused of failing to determine the flight direction of the SU-24 in the sky of Pskov.

The pilot failed to admit and condemned the captain - the lieutenant colonel in charge of the squadron-Mikhain Tonyritrevy in an accident in 2003 in Vladivostok after being disoriented on the K27-DC helicopter. It is hard to think that the pilot's disorientation is due to the ' pitch of stupidity ' or the ignorance of physiological causes.

But at least there is no such precedent in the world, although only in the US navy, according to their figures, about 30 pilots per year have been killed by losing their orientation. space. Every year, the US civilian airlines make an annual loss of $ 1.5 billion.

In the end

In order to understand what happened during Gagarin and Seregin flights and what are the commonities of the loss of spatial disorientation, it is necessary to say more about the tilt indicator of the aircraft in place. number one cockpit - AGI-1, and MiG-15 UTY in the second cockpit.

The device indicates the tilt of the aircraft is the main device in the cockpit. This device helps pilots navigate in space, controlling aircraft when flying between clouds. AGI - 1 is the worst option according to the unreasonable call of the US indicator device. This indicator is applied on all civilian aircraft as well as military aircraft in western countries, and is also tested by Russian pilots on Russian aircraft.

Experts studying the flight psychology of American airlines have confirmed that nearly 50% of air incidents and accidents, as well as civil aviation occur annually when flying due to disorientation in space because no There is a device that notifies the tilt of the aircraft.

The downside of the AGI indicator tool - 1 is: the top of the screen of the device that represents the ground (should have indicated the sky), while the lower side identifies the sky (should have indicated the ground) ), means that all must do the opposite. In the past, when retrieving the device indicating the tilt of the aircraft from the US, the inside surface of the machine reversed vertically in the normal state, when it opened 1800.

The mysterious death of Gagarin and Seregin happened at the last minute of the fateful flight on March 27, 1968. At 4200m (time: 10h 30 minutes 10 seconds) Gagarin reports: 'Area 20 625 mission has been completed, please allow entry into the 320' route. He then began to land and enter the 320th flight. It was also at the time of lowering and diverting that the pilots were disoriented in space.

The number 1 position of the device indicates the tilt of the plane indicating the left tilt is 450, the drop is 150. The plane changes to a deep spiral. At position 2: tilt - 450, lowering - 400. Pilots hold the steering wheel toward you and try to get the plane out of the overturned state. But the plane is tilted, its tilt angle has reached 70-800. In this situation the pilots cannot determine their position in space. The situation of the aircraft TU - 154 taking place in Irkuts in 2001 and the A-320 at Schi in 2006 also took place similarly. And in fact, it is confirmed: it is not possible to take the plane out of the spiral when in between clouds, even if using an indicator device.

At an altitude of 450 - 500m (this is a low cloud area) when the plane is under the clouds, the pilots have identified the direction for a while, keeping the plane from tilting and avoiding the aircraft from being overturned. and within 2-3 minutes created 10 - 11 overloaded units. Gagarin alone or Seregin alone cannot create such overload during that time. Only when they calmly coordinate together, not bewildered, can they keep the plane from flipping.

They only lack 150-180m. Unfortunately, the camera body can't stand it. Its upper part was deformed because of overload, compression and began to fold, so the cracks and parts of the cockpit door were broken, the part fixed by a high-level tool and a pressure transfer open. The lower part of the fuselage is stretched and cracked due to overload, starting to crack, the main fuel tank cracking. And just in a moment the fuel began to leak. So when the reliefs arrived, the smell of kerosene was already spreading in the air, and the plane when it collided with the ground did not burn. The rest of the plane after colliding with the ground confirmed the hypothesis.

Obviously, it is an ellipse, in which the tip of the plane flies forward from 600-800m along the landing line, not falling straight to the ground. The engine and the front part of the aircraft were also found at the fall point. The aircraft's watch and Gagarin's watch are all for 10 hours 31 minutes 55 seconds. So the plane fell within 55 seconds. If calculated by altitude, velocity, position change in flight direction, the vertical velocity when falling from a height of 4200m must be a vertical spiral rather than a vortex form (as conjectured by Professor Beloserkovski). Thus all are completely coincidental.

Due to the quality of the indicator device

Need to talk about the skills of machine engineers. ' Thanks to them ' the pilots have so far not used ' massively ' indicator devices to control the aircraft in the right direction and safely. This type of indicator device is only used on hot air balloons, but cannot be used on modern airplanes.

A surgeon invented the principle of the American indicator device in the 30s of the last century. Thanks to the fixed image of the aircraft compared to the moving horizontal line with the plane's tilt and overlap, pilots can track the engine's on-screen engine position.

The indicator device assumes that the pilot - or God, is able to move the space around but cannot move his plane. The pilot takes the joystick to the left, on the screen directs the indicator of the aircraft to not move, and the ground turns to the right. To understand the nature of this movement, imagine, the driver steers the steering wheel to the right, and the car will turn to the left.

It should be noted that this type of indicator tool should not be used (in fact it has been certified), because it does not meet the technical requirements pp8.2.2 of aviation law 21. Show operating modern 4-5 generation aircraft with main engines, whose guiding principle was studied for generation 1-2 aircraft, this principle no longer fits the requirements out. That is the destruction of airline rules and technical requirements. The pilots were accused of accidents that occurred earlier because of indicator reasons. But the important thing is, don't always blame and accuse the pilots. Without changing the guiding principle - the accident will continue. 60;

The US Aviation Safety Conference in 2005 spent US $ 300 million on the study of the principle of the new indicator device. 25 years ago a new indicator tool was invented but until now it has not been used. And let us wait and see when Americans will complete this safety tool?

Khuong Trang (From Moscow)