Domestic aviation can go into a deep tailspin

Russian pilots did not become worse - the conditions under which they have to work have tightened. Plane crash in Petrozavodsk again showed: domestic aviation can go into a deep tailspin.

For what reasons the aircraft TU-134, which is in good condition and managed by an experienced crew, made a hard landing on the highway, and not on the runway of the Besovets airport of Petrozavodsk, has yet to be resolved. There are several versions, but professional pilots almost unanimously agree on one thing: morally and physically outdated equipment, antediluvian airports, and idiotic demands to save fuel and report for every extra liter of kerosene or a couple of minutes of lateness - these are the global causes of many plane crashes of recent years.

“Nothing changes in the world of Russian aviation ... as we flew in the past century, so we continue (according to OSB and PRRS), but we are fighting for the regularity of flights at the request of passengers! - a user under the nickname Ballu writes on the professional aviation forum (OSP - Equipment of the Landing System, PRNS) - A separate driving radio station is designed to drive aircraft equipped with automatic radio compasses (ARC) to the aerodrome area, perform a pre-landing maneuver and maintain flight direction with the required accuracy at landing approach. The PRSD is usually set up near small aerodromes or in populated areas - ed.).

The pilots also express their versions of the crash of the TU-134: “As always, the same thing is fog, the absence of normal navigation support, the crew’s stubborn desire to land aboard at any cost. They ducked under the glide path (they were looking for land), the result was a collision with the ground of a technically sound aircraft. ”

Valery Shelkovnikov, President of the Flight Safety Advisory Analytical Agency, member of the board of the World Flight Safety Foundation, commented on the situation to Rosbalt: “Petrozavodsk Airport is the capital city, because it is the capital of Karelia. But there is no accurate instrumental approach system, and under the weather conditions that were at night, it is difficult to sit without it. With instrumental it would be much easier. The fact is that since the inception of aviation, landing and landing are the most difficult part of the flight of an aircraft. Despite the fact that the time of approach and landing averages the entire 5% of the total flight time, it is at these stages that about 60% of all accidents occur. The main reason for all accidents during landing and landing, according to leading experts, is the inability of the aircraft crew to recognize the need for a missed approach and the failure of this maneuver. ”

The pilots also wondered why the crew did not go to the second round, while there was an opportunity. And then they answer themselves. “Guys, why do you not like so much to go to the 2 circle? Because there are idiotic indications "any withdrawal to the 2 circle is subject to investigation." Already passed it, so there is no ... c year or more to that as this “crap” “sank again” ... ”, writes Serzh128 on the same aviation forum.

Valery Shelkovnikov confirms that a similar problem really exists. “It is the fault of the managers, who secretly make the crew save. I remember the incident that occurred in St. Petersburg two days before one of the worst disasters of the last decade - the death of the Tu-154 “Russian Airlines” near Donetsk, ”recalls Shelkovnikov. - Shel Tu-134 from Murmansk, the pilot shouted to the dispatchers: "I can not go to the second round, put me in jail!" They planted him, of course - with the appearance of the entire 200 m. But if he went to the second lap, he would have fallen. He did not have a single gram of excess fuel. So scold all the whalers. And what should the pilot do in this case? ”

Meanwhile, today the head of Karelia Andrei Nelidov said that the technical condition of the Petrozavodsk airport meets all international standards, and a representative of the RusAir company assures that there was also enough fuel for the second round call.

“If the truth at the aerodrome has turned off high-intensity lights, then the pilot comes in on the instruments, but looks at the track. Naturally, he needs 2-3 seconds to adapt. And in this situation, he can take the luminous canvas for the runway. So the human factor here can be generated by a visual error. But this is how a person is programmed: he is alive, unlike the iron car. We must not blame the pilots, but those who are responsible for the electricity supply at the airport, ”said Vadim Bazykin, 1 test pilot, in an interview with Rosbalt in an interview with the Rosbalt correspondent. According to him, theoretically, the pilot could really touch when landing beyond the power line if he flew below the glide path. “But the dispatcher had to warn him that he was flying lower. In any case, we will hear all the talks in the near future, ”Bazykin is sure.

At the same time, the honored pilot has questions to aviation officials. “All our planes are of the highest class, but they are the model and the result of 70’s brains,” says Bazykin. - They are high-speed, giving very little time for thought. New planes land much slower, more time is given to understand the situation. Conclusion: a new fleet of aircraft is required, not necessarily imported, but modern. It is clear that this is not done in a month or even in a year, but it must be done. By and large, only Moscow, St. Petersburg and, perhaps, a couple of airports in Russia meet modern requirements. And it turns out that either the equipment does not correspond to airports, or airports - to airplanes. What to do, you have to wear what we have. ”

Valery Shelkovnikov believes that it is possible to “wear out” in principle, but under certain conditions. “The Tu-134 is a very reliable aircraft. In the world in general, a lot of old aircraft are used, including in developed countries. Only in the Arab countries, they are changed every 7 years, and in the USA, for example, they fly planes and 17-18 years. There is even the concept of using old and aging aircraft. According to her, the aircraft can fly, but the “oldies” need to be checked more often, to change instruments and equipment, the expert notes. - It is clear that there is not enough money. But cooperation of the Ministry of Transport and local authorities is necessary. For example, earlier in Nizhnevartovsk, for example, they did this: the aviation ministry does not have a lot of money, but they turn to the oil industry workers, they both drop off - and as a result, a new runway appears in the city at the airport. Now we will not achieve anything good either, unless there is cooperation between the authorities. ”

Deputy Prime Minister Sergei Ivanov has in fact made it clear that the pilots who have confused the runway with the highway are to blame for the crash. But the pilots themselves believe otherwise. “Another disaster. How many of them will there be, so that those who hold the power wake up and understand that it’s impossible to go on! It is impossible to use old passenger transport, you can not ignore the lack of modern navigation equipment both on the sides and on the ground! The whole civilized world flies through ILS, VOR / DVOR, DME, our ... save money! Probably, the leadership of the country will not be sent to the airfield not equipped with these means, but the people — the people can, if anything happens — the women still give birth! Olympiads, championships, Rosnana, Skolkov ... When will our rulers open their eyes? Airfield security in Africa ... Earth is down for the dead, fast recovery to surviving and condolences to relatives! .. ”- they write with bitterness on the forum.

Statistics of accidents that occurred at the final stage of the landing approach for the last 5 years (data on Russian aircraft and foreign aircraft on the territory of the CIS countries are presented):

3 May 2006. The Airbus A320-211 aircraft of the Armenian airline Armavia crashed while landing at Sochi / Adler airport (Russia). All 113 people aboard died. The plane sank in the Black Sea.

1 September 2006 of the year. The Tu-154 aircraft of Iranian airline Iran Air crashed while landing at Mashad airport. Of the people on board 148, 28 died as a result of the fire.

17 March 2007 of the year. The Tu-134А-3 aircraft of the Russian airline UT-Air crashed on landing in adverse weather conditions at the airport of Samara (Russia). Of the 57 people on board, seven died.

24 August 2008 of the year. The Boeing 737-219 of the Kyrgyz airline Itek Air crashed while landing at the Bishkek / Manas airport (Kyrgyzstan). Of the 90 people aboard, 65 died.

14 September 2008 of the year. The Boeing 737-505 aircraft of the Russian airline Aeroflot-Nord crashed when landing at Perm Airport (Russia). All 88 people aboard died.

26 October 2009 of the year. The business aircraft BAe-125-800B of the Russian airline S-Air crashed while landing in adverse weather conditions at the airport Minsk-2 (Belarus). All five people on board died.

24 January 2010 of the year. The Tu-154M aircraft, owned by the Russian airline Kolavia, made a rough landing when landing in adverse weather conditions at Mashad airport (Iran). The plane collapsed and caught fire. By luck, no one from 170 man was hurt.

22 March 2010 of the year. The Tu-204-100 aircraft of the Russian airline Aviastar-TU landed in the forest at a harsh weather at Moscow / Domodedovo (Russia) airport, not reaching the end of the 1500 strip. The plane completely collapsed. Eight people on board received various injuries.

10 April 2010 of the year. The Tu-154M aircraft of the Polish Air Force crashed when landing in adverse weather conditions at the military airfield Smolensk / Severny (Russia). All 96 people aboard, including the President of Poland, died.

2 August 2010 of the year. The An-24PB aircraft of the Russian airline Katekavia crashed after landing in adverse weather conditions at Igarka Airport (Russia). Of the 15 people aboard, 12 died.

Data provided to Rosbalt by Flight Safety Advisory and Analytical Agency
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