The pilot should not have flown. The investigation into the plane crash in Kazan has been completed. Deadly circle "Everything is normal. Let's fly"

At Kazan airport, completed. The criminal case has been transferred to the prosecutor's office for approval of the indictment. Of the five alleged defendants, only three can be put in the dock; the pilot and co-pilot were killed. Their criminal prosecution has been completed in connection with their death. According to the law, consent to the termination of a criminal case in the event of the death of suspects can be given by relatives recognized as victims. It seems that the relatives of the pilot Rustem Salikhov and co-pilot Viktor Gutsul agreed with the preliminary conclusions of the investigation.

Let us remind you that the plane crash occurred on November 17, 2013 at 19.23. The Boeing 737-500 was landing with 44 passengers and 6 crew members on board. The plane took off from Domodedovo airport at 18.25, and at 19.30 it was supposed to land in Kazan. But the first attempt to land the aircraft was unsuccessful. The airliner went around, and then, according to IAC, due to pilot errors, the plane went into a vertical dive and crashed into the ground at the airport. Everyone on board died.

During the investigation of a criminal case under the article "Violation of traffic and operation safety rules air transport"which through negligence resulted in the death of two or more persons" some details became clear. First of all, it was established that the very death of people and the plane was caused by the erroneous actions of the aircraft commander Rustem Salikhov and co-pilot Viktor Gutsul. It is believed that Salikhov did not have sufficient piloting skills, and the documents on the basis of which he was allowed to carry passengers were falsified.

Valery Portnov, who held the position of Deputy General Director of Tatarstan Airlines OJSC, sent documents regarding Salikhov containing false information to the Tatar Interregional Directorate of the Federal Air Transport Agency in 2009, say the Investigative Directorate of Russia. - In turn, Shavkat Umarov, being the head of the Tatar Interregional Territorial Directorate of Air Transport of the Federal Air Transport Agency, due to negligence, did not organize in September 2009 a verification of the authenticity and reliability of the commercial aviation pilot Salikhov’s certificate presented by the airline. This would have made it possible to reveal the fact that this certificate had not been issued to him, but such a check was not carried out, and, as a result, Salikhov, lacking the basic knowledge, skills and experience of a pilot, began working in passenger air transportation as an aircraft pilot.

Violations on the part of Valery Portnov and the airline's chief pilot Viktor Fomin were discovered during their work. They, as the investigation believes, did not provide adequate training for Salikhov, but instead sent the untrained pilot for promotion - to obtain the status of aircraft commander. Since March 2012, Salikhov has carried out passenger air transportation as an aircraft commander.

On November 17, 2013, Salikhov, while flying on the Moscow-Kazan route, put the aircraft into a difficult spatial position when landing, while Hutsul did not take over control, the investigators concluded. - As a result, Salikhov, when an emergency situation occurred, violating piloting rules, through his actions caused the aircraft to crash.

During the investigation and consolidation of the evidence base, lengthy and numerous expert studies were required. During the preliminary investigation, large-scale and complex forensic, molecular-genetic, chemical and technical-forensic, as well as other forensic examinations were carried out, over 200 witnesses and victims, specialists were questioned, a significant amount of other investigative actions were carried out, which together confirmed the version of the investigation .

Let us remind you that criminal prosecution against Salikhov and Gutsul was terminated due to their death.

Based on the collected evidence, Portnov and Fomin were charged with committing a crime under the article “Violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence”, Umarov - “Negligence, resulting in the death of two or more persons through negligence” - reported to the Russian Investigative Committee.

Among the dead were: the son of the President of Tatarstan Irek Minnikhanov, the head of the FSB of Tatarstan Alexander Antonov, orientalist scientist Diana Gadzhieva, the wife and stepdaughter of sports commentator Roman Skvortsov, chess player Gulnara Rashitova.

The Investigative Committee of Russia announced the completion of the investigation into the criminal case of the Boeing 737-500 plane crash in international airport city of Kazan in November 2013.

Airport crash

On November 17, 2013, a Boeing 737-500 (53A) airliner of Tatarstan Airlines, operating flight U9-363 on the Moscow-Kazan route, crashed while landing at Kazan airport.

As a result of the crash, everyone on board the liner died - 44 passengers and 6 crew members. Among the victims of the disaster was the son of the head of the Republic of Tatarstan Rustam Minnikhanov Irek Minnikhanov, Head of the FSB Directorate for the Republic of Tatarstan Alexander Antonov, famous orientalist Diana Gadzhieva, Ellina Skvortsova(wife of a sports TV commentator Romana Skvortsova), two-time chess champion of the Republic of Tatarstan Gulnara Rashitova.

On the same day, the investigative authorities of the Privolzhsky Investigation Department for Transport Investigative Committee Russian Federation a criminal case was initiated on the grounds of a crime under Part 3 of Art. 263 of the Criminal Code of the Russian Federation (violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence).

Almost immediately, among the main versions of the disaster, the assumption of erroneous actions by the crew in difficult weather conditions began to appear. Negotiations between the pilots and the dispatcher indicated that the crew’s first approach attempt was unsuccessful. Having assessed the position of the aircraft relative to the runway as “non-landing”, the pilots began a go-around. 25 seconds after this, the Boeing began to fall.

In December 2013, the official representative of the RF IC Vladimir Markin stated: “The aircraft commander Rustem Salikho in had the specialty of an aircraft navigator, and then he allegedly received a commercial pilot certificate in one of the aviation training centers, licensed by the Federal Air Transport Agency. The investigation has doubts about the legality of the activities of these centers, which have now been liquidated.”

IAC conclusions: the Boeing commander did not have initial flight training

On December 23, 2015, the Interstate Aviation Committee published the final report on the results of its investigation into the Kazan disaster.

“The cause of the crash of the Boeing 737-500 VQ-BBN aircraft was systemic deficiencies in identifying hazards and controlling the level of risk, as well as the inoperability of the airline’s flight safety management system and the lack of control over the level of training of crew members on the part of aviation authorities at all levels (Tatar MTU VT , Rosaviatsia), which led to the admission of untrained crew to flights,” the document said. — During the go-around, the crew did not recognize the fact that the autopilot had been turned off and allowed the aircraft to fall into a difficult position to pitch up (“NOSE UP UPSET”). The PIC's (pilot's) lack of skills to recover the aircraft from a difficult spatial position (“UPSET RECOVERY”) led to the creation of a significant negative overload, loss of spatial orientation and the aircraft being put into a steep dive (dive pitch angle up to 75°) until it collided with earth."

According to the IAC, the accident was the result of a combination of a number of factors, including:

- absence of the PIC (aircraft commander - approx. AiF.ru) initial flight training;

— admission to retraining on Boeing 737 flight crew members who do not fully meet the qualification requirements for being sent for retraining, including English language;

— methodological imperfection of the retraining process, formal control over the results and quality of retraining;

— low level of organization of flight work in the airline, which led to the failure to eliminate shortcomings in work with that had been identified for a long time navigation equipment, piloting technique and interaction between crew members, including during go-around;

— systematic violation of the work and rest schedule of crew members and large debts for vacations, which could lead to the accumulation of fatigue and negatively affect the performance of crew members;

— increased psycho-emotional stress of crew members before go-around due to a long-term inability to determine the location of the aircraft with the accuracy necessary for landing.

Based on falsified documents

It took the investigative authorities another four years to reach final conclusions from a legal point of view.

“During the investigation, it was established that the erroneous actions of the aircraft commander Rustem Salikhov and the co-pilot led to the plane crash Victor Gutsul. According to the investigation, Salikhov did not have sufficient piloting skills and was allowed to carry out passenger transportation on the basis of falsified documents,” the RF IC said in a statement. - So, Valery Portnov, who held the position of Deputy General Director of Tatarstan Airlines OJSC, sent documents regarding Salikhov containing false information to the Tatar Interregional Directorate of the Federal Air Transport Agency in 2009. In its turn Shavkat Umarov, being the head of the Tatar Interregional Territorial Directorate of Air Transport of the Federal Air Transport Agency, due to negligence, in September 2009 he did not organize a verification of the authenticity and reliability of the commercial aviation pilot Salikhov’s certificate presented by the airline, which would have made it possible to identify the fact that this certificate had not been issued to him. As a result, Salikhov, without the basic knowledge, skills and experience of a pilot, began to carry out passenger air transportation as an aircraft pilot.”

The investigation also believes that Valery Portnov and the airline’s chief pilot Victor Fomin did not provide adequate training for Salikhov, but instead sent an untrained pilot to obtain the status of pilot-in-command. Since March 2012, Salikhov has carried out passenger air transportation as an aircraft commander.

The case against the dead pilots has been closed. Their bosses are indicted

“On November 17, 2013, Salikhov, while performing a flight on the Moscow-Kazan route, during landing, brought the aircraft into a difficult spatial position, while Hutsul did not take over control. As a result, when an emergency situation occurred, Salikhov, violating piloting rules, caused the aircraft to crash through his actions,” the report says. “Long and numerous expert studies were required to obtain and consolidate the evidence base. During the preliminary investigation, large-scale and complex forensic, molecular genetic, chemical and technical-forensic, as well as other forensic examinations were carried out, over 200 witnesses and victims, specialists were questioned, a significant amount of other investigative actions were carried out, which together confirmed the version of the investigation "

Criminal prosecution against the aircraft commander Rustem Salikhov and co-pilot Viktor Gutsul was terminated due to their death.

Portnov and Fomin were charged with committing a crime under Part 3 of Art. 263 of the Criminal Code of the Russian Federation (violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence), Shavkta Umarov - under Part 3 of Art. 293 of the Criminal Code of the Russian Federation (negligence resulting by negligence in the death of two or more persons).

The criminal case has been sent to the prosecutor for approval of the indictment.

At 19:25, Boeing 737 500 (Tatarstan Airlines), operating flight No. 363 from Moscow to Kazan, exploded upon landing. According to preliminary data, during the landing approach the airliner touched the ground with its wing. As it turned out later, the crew was not ready for landing and requested permission to go around, a source in the republic’s law enforcement agencies told RIA Novosti.

Air traffic controller Kirill Kornishin (on air on the Rossiya 24 TV channel): “He (the pilot) reported to me that he was doing a go-around, and I gave him the kit - everything was according to the documents - and that’s it. And he said that he had a non-landing configuration. I gave him the kit, as it should be standard . He confirmed. And he didn’t leave. It happened just a few seconds later.”

There were 44 passengers and six crew members on board.

Information about the dead

All 50 people on board were killed.

Among the dead are the son of the President of Tatarstan Irek Minnikhanov, the head of the FSB Directorate for Tatarstan Alexander Antonov, the wife of the famous sports commentator Roman Skvortsov.

The list of those killed includes Bull Donna Caroline, a British citizen (born February 14, 1960).

Hotlines open: 8 843 227 46 50, 8 800 775 17 17, 8 843 273 91 45.

Taxi drivers unanimously refuse to take money from relatives of the victims.
— Krasnov Sergei (@krasnov_sergei1) November 17, 2013

What is known about the plane

The crashed plane was in operation for 23 years, making its first flight in 1990. Its tail number is VQ-BBN. An airplane with this number already flew last year. emergency landing in Kazan. Then the cabin depressurization sensors went off.

According to information on the website aviation-safety.net, the previous operators of the aircraft were such airlines as Bulgaria Air (since May 2008) and Romanian Blue Air (since September 1, 2005). On December 17, 2001, an air incident occurred with this aircraft, which was then in service with Rio Sul airlines, in Brazil. In total, this aircraft was operated by seven airlines, including Tatarstan.

Grigory Busarev(on air "Russia 24"): “I was flying on a daytime flight from Kazan (to Moscow)… The plane was landing at Domodedovo airport… It was shaking from side to side… It looked like turbulence, like getting into an air pocket. The wings were shaking from side to side, and the nose He kept throwing it down."

Ruslan Kalimullin (on his page in " In contact with " ): " Today I flew this plane from Kazan to Moscow at 15.20, we landed at Domodedovo as if the plane’s horizon stabilization system was faulty, the pilot had difficulty leveling the ship before landing, upon contact with the ground, we skidded a little, but the pilot managed and I crossed myself. What one of the passengers said on TV was that when landing in Moscow there was a strong vibration in the body of the plane, this is observed in all old cars during takeoff, the vibration does not go through the body, but through the inner lining, this is often found on planes that have not been restored for a long time. I swore not to fly on cheap flights, which is why this time the toad strangled me to buy a ticket not for 5 for a normal Aeroflot flight, but for this one for 3. Before buying a ticket, I was not too lazy to call and find out what kind of car is operating this flight. Well, I think, since the Boeing 500, everything should be fine. And when we got in, I immediately noticed that the car was really “tired” and it became a little scary...”

Insurance

The liability of Tatarstan Airlines is insured by Ak Bars Insurance, a source in the insurance market told Prime. In accordance with the Air Code, in the event of the death of a passenger, the insurance payment is 2 million rubles plus 25 thousand for burial. SOGAZ will pay 2 million rubles to relatives dead passengers.

Investigation

According to preliminary data, the cause of the disaster could have been a crew error, a law enforcement source told RIA Novosti. The versions also include weather factors and technical malfunctions. Roshydromet reported that weather were normal for this type of aircraft.

A criminal case has been initiated into the crash under Art. 263 of the Criminal Code of the Russian Federation (violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence). The search for "black boxes" is underway. Samples of the fuel used to fuel the plane were taken for testing.

Later, a source at Domodedovo reported that all planes at Domodedovo airport are refueled in one container.

At 22:45 Moscow time, search and rescue operations at the crash site were completed.

The Federal Air Transport Agency remained silent for two years about the fact that it considers the cause of the tragedy in November 2013 to be a design defect of the American aircraft.

The IAC's statement on the suspension of Boeing-737 aircraft certificates in Russia caused a stir in the industry the day before. But an even more sensational reason: it turns out that the Federal Air Transport Agency first signed a report on the investigation into the causes of the plane crash in Kazan, and then suddenly withdrew the signature, insisting on the version of a malfunction of the elevator. Moreover, other Boeing 737s may have the same defect. BUSINESS Online experts see the publication of these facts as revenge for Transaero, but this does not change the essence of the issue.

HOW MAC CLASHED WITH ROSAVIATION

The federal scandal began after on November 4, the Interstate Aviation Committee (IAC) announced on its website that it was suspending the certificates of all Boeing-737 family aircraft in the Russian Federation, about which letters were sent to two addresses at once - the Federal Air Transport Agency and the US Federal Aviation Administration. This is done before receiving a joint notification from the Federal Air Transport Agency and the US FAA that these aircraft are in a condition that ensures their safe operation.

Official letter from the IAC, signed by the Chairman of the Aviation Register Vladimir Bespalov, produced a sensational effect. It’s no joke, according to official statistics, in total Russian airlines operate about 300 Boeings, of which almost 200 are from the 737 family (for comparison: only 100 Tu and 21 Il aircraft). At the same time, the Boeing-737 is included in the fleets of such companies as UTair (50 copies), Orenair (16 copies), S7 (Globus, 13 copies) and Aeroflot (12 copies). Until recently, the Transaero company was considered the largest operator of this model, but, as is known, it went bankrupt. It’s not hard to imagine what awaits other companies after the official ban on the Boeing 737 is introduced. Overnight, the sky over Russia could become empty, and civil air travel could be reduced by almost half.

The reaction of the Federal Air Transport Agency was immediate. The department's press service issued a statement from which it followed that the IAC, with its decision to revoke the certificate for the Boeing-737, cannot stop the operation of this aircraft by Russian airlines. A ban on flights of a particular type of aircraft can only be imposed by a specially authorized federal executive body, which has not made such a decision. The day before, a meeting was supposed to be held with the participation of airlines operating the Boeing-737, the leadership of the International Aviation Committee and the Federal Air Transport Agency.

The Kremlin, in whose direction the eyes of all domestic air carriers involuntarily turned, also hastened to comment on the situation through the mouth of the presidential press secretary Dmitry Peskov. “Of course, a very prompt and in-depth analysis of the situation in domestic aviation will be required,” Peskov said. - And in in this case Surely the relevant department - the Ministry of Transport, the government - will do the necessary analysis, there can be no doubt about it.” Press Secretary Vladimir Putin assured that the Kremlin is closely monitoring the course of events according to media reports, but is not yet interfering.

Yesterday evening, Rosaviation announced a meeting with the participation of representatives of the Ministry of Transport of the Russian Federation, Rostransnadzor, as well as Boeing itself and the heads of airlines operating its aircraft. It is especially noted that the IAC leadership ignored the invitation to the meeting. As a result, those gathered came to the unanimous conclusion that there was no reason to stop the operation of the Boeing 737.

“A VERY STRANGE CASE” AT KAZAN AIRPORT

However, no less scandalous than the IAC’s decision was its official reason: the need for urgent improvements to the elevator control system for Boeing-737 aircraft. The day before, after the uproar, the IAC published a second statement, which directly links the decision to revoke the Boeing-737 certificates with the 2013 plane crash in Kazan.

Let us recall that a passenger Boeing-737 of Tatarstan Airlines crashed at Kazan airport on November 17, 2013, while making a routine flight from Moscow to the capital of the Republic of Tatarstan. There were 50 people on board the plane: 44 passengers and 6 crew members. Among them is the son of the President of Tatarstan Irek Minnikhanov, head of the FSB RT department Alexander Antonov, as well as the wife and daughter of a famous sports commentator Romana Skvortsova.

Within two days, the IAC reported preliminary conclusions based on the decryption of the black boxes. An emergency situation, judging by the crew's reports, arose during the landing approach. Commander Rustem Salikhov reported this to the ground and decided to go for a second circle, disabling the autopilot. The crew even retracted the landing gear, indicating that it was not about to descend sharply. But then the inexplicable happened: after the airliner began to climb with a high angle of attack, the plane at an altitude of 700 m suddenly went into an almost vertical dive and high speed crashed into the ground. It is unknown what the pilots talked about among themselves: the IAC classified the recordings of the voice recorders.

From the first days, many aviation experts cited the jammed tail elevator as the main version of the causes of the tragedy. As Kommersant reported, in the 90s in the United States there were already several similar disasters involving Boeing-737s. The reason remained unknown for a long time, but it later became clear that when hot hydraulic fluid came into contact with the steering system, which had been cooled in flight, the servo valve that controlled the steering wheel became stuck. In the late 90s, this deficiency was eliminated on most aircraft. However, the question of whether this was done on the 1990 plane that crashed in Kazan remains shrouded in darkness.

Many people noticed that in December 2013, the Prime Minister of the Russian Federation Dmitry Medvedev during a television interview, he said that the plane crash in Kazan was “a very strange case” and demanded that the results of the investigation “be presented.”

IAC, however, from the first days, all assumptions about malfunctions were decisively rejected: already on November 22, 2013, a statement was issued that, “according to on-board objective monitoring equipment, no failures of systems, units and controls of the aircraft, including the elevator channel, were recorded.”

At the end of August 2014, developers - specialists from the American corporation Boeing, as well as experts from France, where the on-board engines were manufactured, joined in determining the causes of the accident. In September 2014, the engineering commission published brief conclusions that were almost entirely devoted to the elevator problem. It was reported that the entire history of the operation of this type of hydraulic drives and materials from the investigation of events related to abnormal operation of the elevator control system that took place in operation on Boeing-737 aircraft previously were studied. The analysis showed that the circumstances of the events that took place related to abnormal operation of the hydraulic elevator actuators differ from the circumstances of the accident flight.

At the same time, the message listed a variety of studies with the help of which experts came to such conclusions: here there are three-dimensional tomography, and complete disassembly of hydraulic drives, and dissection of a number of their elements, and mathematical modeling of the system’s operation, and engineering analysis of all possible options for jamming. As a result, the commission made an unequivocal conclusion: signs of failure aviation technology not present in the emergency flight.

“It is alarming that more than 20 MILLION PASSENGERS WERE EXPOSED TO SIGNIFICANT RISKS.”

However, yesterday's statement by the IAC turns the whole picture upside down. The agency officially stated that, in fact, from the first day of the work of the commission to investigate the causes of the plane crash in Kazan, representatives of the Federal Air Transport Agency themselves constantly insisted on the version that the cause of the incident was precisely the failure of the elevator control system.

In this regard, the studies described above were carried out, which allegedly did not confirm the version of malfunctions. After this, in April 2015, a draft final report on the results of the investigation was prepared, which was signed by all members of the commission without comments. Including representatives of the Federal Air Transport Agency. The report was also fully agreed with all states that took part in the investigation (USA, UK, Bermuda, France), the IAC emphasizes. Although the report was never published (which made the investigation almost unprecedented in duration), the conclusion was clear: since the plane was in perfect order, it means that the inexperienced crew was to blame.

However, from yesterday’s statement by the IAC it suddenly became clear that the story does not end there: it turns out that in June 2015, a representative of the Federal Air Transport Agency unexpectedly withdrew his signature on the document! The reasons are unknown - either new circumstances appeared, or my conscience tormented me... One way or another, the leadership of the Federal Air Transport Agency returned to its previous position: the cause of the incident was “failure of the steering drive of the elevator control system due to design flaws in Boeing-737 type aircraft.”

In this regard, the IAC sent a request to the US Federal Aviation Administration (the initial certification body for the Boeing-737 aircraft) to confirm the aircraft’s compliance with the requirements for safe operation. However, the IAC statement says, “the response received does not contain the conclusion that Boeing-737 type aircraft are in a condition that ensures their safe operation.” This was the reason to revoke the certificate.

Now IAC directly accuses Rosaviation of inconsistency and indecision: “For a long time, while declaring serious shortcomings of Boeing-737 aircraft that directly affect flight safety, Rosaviation did not inform airlines and Russian supervisory authorities about this. If this opinion of the Federal Air Transport Agency is competent, then it is alarming that more than 20 million passengers of Boeing-737 family aircraft long time were exposed to significant risks,” the committee said in a statement.

Tatyana Anodina

DID ANODINA AND PLESHAKOV REVENGE FOR TRANSAERO?

The question arises: why were they silent for two years? Why was correspondence on this topic slowly carried out between interested departments, without coming to the surface? Why did they insist so much on the crew’s fault, avoiding talking about “design flaws”? Or just the crash of the Airbus A321 airliner that happened on October 31 in Sinai desert and already called the largest in the history of domestic aviation, made many think about safety passenger air transportation?

However, in response to the IAC decision to revoke the certificates of Boeing-737 aircraft, a version was immediately thrown in that this was revenge on the part of the shareholders of the bankrupt Transaero airline. The Vedomosti newspaper, in particular, writes about this, citing its sources. The fact is that the chairman of the IAC is Tatyana Anodina- mother of the largest shareholder of Transaero Alexandra Pleshakova. “A week ago, the certificate of Transaero, the largest Boeing 737 operator in Russia, was revoked. And so, in fact, the company’s shareholder decides to stop these planes - draw your own conclusion,” the newspaper quotes the opinion of its source in federal structures.

The Kommersant publication adheres to the same version, noting that the IAC’s decision was unexpected for market participants and relevant officials and provoked “a big commotion in the industry.” Concern about the IAC statement was also expressed abroad. The American corporation Boeing expressed its intention to “meet with Russian officials to understand what their concerns are.” IN Russian representative office corporations (Boeing Russia CIS) have already commented that the information about the revocation of flight certificates for Boeing-737 aircraft “sounds absurd.”

IAC itself insists on its objectivity and is surprised by the media that see in its statement some kind of “revenge for Transaero.” However, even if we assume that certain selfish motives motivated the department’s officials, this does not negate the facts described above. Just an ugly story with Transaero could help them get out...

ONLY 6 BOEING-737 HAVE “RUSSIAN REGISTRATION”

Against the backdrop of the scandal and commotion caused by the IAC letter, another important news spread - about a possible ban on Russian air carriers registering aircraft abroad. It is expected that this issue, also directly related to the safety of air transportation, will be resolved in the State Duma of the Russian Federation before 2016. The authors of the initiative are Duma deputies Oksana Dmitrieva, Ivan Grachev And Natalia Petukhova. Currently, as stated in the explanatory note, 1,337 aircraft are operated in Russia. Of these, 837 units are foreign-made (578 units are registered in the register Bermuda, 142 units - in the register of the Russian Federation, 116 units - in the register of Ireland, 1 unit - in the register of Switzerland); also 500 units are of domestic production (of which 499 units are registered in the register of the Russian Federation, 1 unit is in the register of Belarus). Dmitrieva and Grachev, in turn, propose obliging airlines to register aircraft in the state register of civil aircraft of the Russian Federation.

By the way, it is the lack of Russian registration for most Boeing-737 aircraft that makes them invulnerable to IAC. As stated by the head of the Air Transport Operators Association (AEVT) Vladimir Tasun, the suspension of certificates will affect only six aircraft of two Russian airlines: “subsidiaries” of Aeroflot called “Aurora” and the company “Gazpromavia”.

“About 200 Boeing-737 aircraft are in foreign registers; the IAC’s decision to revoke the certificate will not affect them in any way,” Tasun explained. “But there are six more aircraft of this type that are on the Russian register. We are talking about four aircraft of the Far Eastern airline Aurora and two aircraft of Gazpromavia airline. It is on these aircraft that a decision will be made at a meeting in the Federal Air Transport Agency with the participation of airline operators, representatives of IAC and Boeing. And here it is already difficult to say what decision the Federal Air Transport Agency will make. Because it is on the basis of the certificate issued by the IAC that the Federal Air Transport Agency issues a certificate of airworthiness,” concluded the head of AEVT.

“THIS IS AN ORDINARY FROLL, A CONFRONTATION BETWEEN TWO DEPARTMENTS”

Valery Postnikov - Executive Director of the Society of Independent Investigators aviation accidents:

- Of course, this is a scandal! Confrontation between two departments - Rosaviation and MAK. What can you offer instead of 195 Boeing 737 aircraft? It seems to any sane person that there is no other alternative yet. Thousands of aircraft of this modification fly all over the world. And just now a “late reaction”? Not true. These are ordinary feuds to figure out who is who.

Boeing-737s occupy a significant share of the Russian aircraft fleet. Some of our airlines fly entirely on these boards. Even recently organized ones. Take the same “Victory”, 9 sides. I recently flew from Tyumen - wonderful cars.

Alexey Sinitsky — Editor-in-Chief of the magazine "Aviation Transport Review":

— At the beginning of the year, about 190 Boeing-737s were in operation in Russia, now the number is at the level of 150. Two issues have been confused in the public consciousness—certificate and operation. The decision of the IAC does not affect the operation of the aircraft in any way; it must be made by the Federal Air Transport Agency. That's all. And since most aircraft have Bermudian or Irish registration, from the point of view of the aviation registers of these countries there are no claims against these aircraft. These countries do not revoke any certificates. Therefore, aircraft registered in Bermuda or the Netherlands can fly normally. This is a discussion about hidden games, that's all. No need to panic. They will also be used.

So far, we cannot engage in import substitution in the aviation industry. All that remains is to wait for the appearance of the MS-21 aircraft; it is located approximately in this market niche. But time is needed for operational testing and production deployment, so this is not a matter of the next few years. Production should begin in three years of this aircraft Naturally, at first the capacity will be small, dozens of aircraft per year, but hundreds are needed, there is no point in discussing this.

Regarding the “late reaction” of the IAC to the Kazan tragedy, let me say this unofficially. According to the MAC results, there is no technical factor there. But in the Federal Air Transport Agency there is a special opinion, which is that there is a technical factor for the “classics”, and they believe that this issue needs to be dealt with. The manufacturer must also participate in this. But at the same time, they do not raise questions about the suspension of the entire type.

Petr Trubaev — General Director of UVT Aero JSC:

— Our company was not affected by the IAC decision, since we operate other aircraft. I don’t think that this is a belated reaction of the IAC to the Kazan tragedy, although the question is, of course, an interesting one... The Russian Federation has the potential to build a civilian fleet, but it takes time for this to happen. And it won't be very fast. According to first impressions, from five years or more.

Vladimir Gainutdinov — Head of the Department of Construction and Design of Aircraft, Doctor of Technical Sciences, Professor of KNRTU-KAI:

— Technology and human control can sometimes conflict with each other. And they conflict when the staff is not prepared. This is what happened in the tragedy in Kazan. There were two people at the helm who were not prepared for the extraordinary situation. It cannot even be called critical. Just look at the statistics to see how long the Boeing 737 flies! They had problems with management - they solved them. We're on this moment We don’t know all the details of what’s happening now.

By and large, the Russian aircraft fleet consists of imported aircraft. What to replace it with? Superjet, perhaps? 100 of them were produced, about 50 of them fly, two crashed, but the cause of the tragedies is the human factor. Have you ever wondered why out of 100 only 50 are in operation?

The Boeing 737-500 plane of Tatarstan Airlines crashed the day before while landing at 19:25 Moscow time at Kazan airport. The plane was flying from Moscow. 44 passengers and six crew members were killed. Among the dead are the son of the President of Tatarstan Irek Minnikhanov, the head of the FSB department for Tatarstan Alexander Antonov, and the wife of sports commentator on the Rossiya-2 TV channel Roman Skvortsov, Elina. Also among the victims is British citizen Donna Caroline Bull.

How Boeing died The Boeing 737-500 plane crashed at Kazan airport. Official representative of the Federal Air Transport Agency Sergei Izvolsky told Interfax about this. Later, news agencies reported that the crew of the plane during landing may have... Evidence has emerged that the crew reported to dispatchers, when the plane was still 500 meters before the end of the runway, about a non-landing position. Most likely, this may indicate that one or another equipment was faulty. The crew did not specify which one.

Versions The investigation is currently considering several. Among them - climatic conditions, pilot error, technical problems, fuel problems, as well. An order has already been given to refuel the plane in Moscow.

However, passengers on the previous flight that this plane made, from Kazan to Moscow, say that the plane was allegedly faulty even during the flight to Moscow. According to them, the board shook violently throughout the flight, and during landing in Moscow a disaster almost occurred. However, there is no official confirmation of this information.

Experts interviewed by RT believe that the reason for the crew’s go-around could have been either a pilot error or a equipment failure.

Airport Kazan Airport due to a plane crash, November 18. The day before, the rescue work was almost completed. However, late at night, the Il-76 of the Russian Ministry of Emergency Situations landed in Kazan with an additional group of rescuers on board.

Airplane, made its first flight in 1990. After that, it was operated by various airlines, including Air France, Uganda Airlines, Brazil's Rio Sul, Romanian low-cost airline Blue Air, and Bulgarian Bulgaria Air.

At the same time, in December 2001, a serious incident occurred with him: during landing, the plane broke the left landing gear. This happened at the airport in the Brazilian city of Belo Horizonte in unfavorable weather conditions and heavy rain. The plane, carrying 102 passengers and six crew members, touched down before the start of the runway. After this, the Boeing jumped and hit the runway with force, as a result of which its left landing gear broke. The plane stopped after 1.7 km, moving along the runway relying on the left engine.

As a result of the rescue operation, it was possible to evacuate all passengers and crew members. The serious accident did not result in any casualties, but the aircraft suffered significant damage and required major repairs to return it to service.

Incidents with this aircraft also occurred during its operation by the Tatarstan company.

However, the airline itself states that they are no longer operated by Tatarstan. The airline had no complaints.

Mourning In Tatarstan on November 18. Deputy Prime Minister of the Republic Yuri Kamaltynov said that the families of the victims will receive one-time assistance in the amount of 1 million rubles from the reserve fund. He also recalled that all passengers were insured, so their relatives will receive payments.

Chairman of the Russian Government Dmitry Medvedev, Patriarch of Moscow and All Rus' Kirill, Deputy Prime Minister of the Russian Government Dmitry Rogozin, and Mayor of Moscow Sergei Sobyanin have already expressed condolences to the relatives and friends of the victims.

The President of Russia, whose son died in a plane crash in Kazan. “Vladimir Putin, in a telephone conversation with the President of Tatarstan, once again expressed deep condolences to the families and friends of all those killed in the tragic plane crash. The President personally expressed condolences to Rustam Minnikhanov, whose son was among the passengers of the crashed plane,” said press secretary of the head of state Dmitry Peskov.

Relatives of the deceased passengers of the plane are asked to come to the forensic medical examination bureau of the Ministry of Health of Tatarstan. The bureau is located at the address: Kazan, Sibirsky Trakt, building 31 a. You must have documents, photographs, and, if possible, dental formulas with you - everything that can help identify deceased relatives.