Tu 154 official conclusion. “Unless it’s collective insanity. “A terrorist attack is not just an explosion”

Independent technical expert Yuri Antipov criticized the official version of the Ministry of Defense about the crash of the Tu-154 plane in Sochi.

He said that the Ministry of Defense chose the most harmless version of the plane crash, guided by the principle “it will be better for everyone.” The remaining versions, in his opinion, were discarded in the first hours after the disaster. For example, an explosion on board. It couldn't exist because it couldn't exist. No particles of the substance were found on the wreckage. However, Antipov recalls that at that time very few remains of the car were recovered from the water. As a result, the official version was a pilot error.

The accusation against the aircraft commander, Volkov, is based on the obtained flight parameters read from the “black boxes”. Moreover, the technical data of the flight are presented in such a meager form that it was possible to obtain them in such a volume in literally a few hours. But in order to give greater weight to the progress of the investigation and create more “fog” in the investigation, the Ministry of Defense announced that reading data from the recorders is a problem on a universal scale, Antipov said.

He added that experts completely removed all information from the flight recorders. It cannot be otherwise. But if it were made public, a competent expert could immediately determine the reasons for the fall. However, Antipov is trying to understand the reasons even on the basis of those fragments that are freely available.

The plane landed in Adler at 3:43. It took off at 5:24. Thus, for more than an hour and a half, the Tu-154 was in Adler only for refueling without passengers leaving, which in itself is a gross violation of safety regulations. According to regulatory documents, full refueling of a Tu-154 using standard TZ 22 or TZ 16 tankers takes only 18-20 minutes. But it turns out that we spent an hour and a half just refueling,” Antipov explained.

The expert noted another important detail. The takeoff took place at an angle of 238 degrees. He notes that according to documents from the Ministry of Defense, the plane was lightly loaded. But after the takeoff began, the voice of the ship’s commander, Volkov, suddenly became nervous, although a minute ago everything was in order. Another important detail is that Volkov asked to start the takeoff from the beginning of the runway.

The plane lifted off from the runway at 34 seconds of takeoff at a speed of 300 km/h. For the take-off of the Tu-154 with its high power supply, 210 km/h is sufficient. But when fully loaded, this minimum lift-off speed has to be raised to 250-270 km/h. To check this data, instead of reading dry regulatory documents, just watch the first film “Crew” with Georgy Zhzhenov in the title role. There, the take-off process and the required speed of the Tu-154 are shown very clearly,” Antipov said.

At the 19th second of the flight, the command to retract the flaps was sounded. The plane gained a height of 157 meters. The plane flew the same heading of 238 degrees. After the wing mechanization was retracted, the climb continued. That is, until the 29th second of the flight, despite the flaps being retracted, the climb continued.

And then in the report of the Ministry of Defense there is a cunning florid phrase. I quote it verbatim: “The further situation was characterized by the absence of actions by the aircraft controls that were adequate to the change in flight parameters...”. And immediately, in continuation of this intricate phrase, which the Ministry of Defense presents as a weighty 100% argument, the conclusion follows: “... which was due to a violation of the spatial orientation of the PIC.” This is the main idea of almost six months of attempts by the Ministry of Defense, which, in essence, sentences PIC Volkov, the expert provides information.

To better understand what was written by the Ministry of Defense, Antipov gives an analogy with motor transport. The driver is driving along a straight highway in a car. His actions are recorded by the car recorder. Suddenly, a force majeure circumstance arises on the road (a hole, a sharply flat tire, a broken tie rod, and so on). That is, something happened that forced the steering wheel to change position in order to try to keep the car on the road. The recorder in the car, equipped with GPS, will record in its memory that, while moving along a straight section of the road, the driver, completely unreasonably, suddenly began to vigorously rotate the steering wheel. That is, his actions were inadequate to the environment. And the verdict could be as follows: the driver’s actions were due to “violation of spatial orientation.”

The plane took off at a heading of 238 degrees. According to the MoD report, only after 63 seconds (10 seconds before the fall) did the captain begin to move the ship to the left with pedals and the steering wheel. Although the report says that at the time of the left turn at 63 seconds, the plane was banking to the right (i.e., turning to the right on a course of more than 238 degrees). I’ll play along with the MO and take for simplicity that even at 63 seconds of flight the heading was still 238 degrees. In other words, he was on the imaginary straight line of the runway. The MoD report says that at 73 seconds the plane collided with the sea surface, being on a course of 220 degrees, at a speed of 540 km/h, a roll to the left of 50 degrees and a vertical speed of approach to the sea of 30 m/sec. In other words, the plane, in a steep bank to the left, actually fell,” Antipov explained.

Next, the expert cites calculations that show that such a change in course is impossible in a normal flight. According to the Tu-154 piloting theory, being in the steepest turn with a bank of 60 degrees (this is much more than the Tu-154 had in Adler) and moving at a speed of 550 km/h, the minimum turning radius is 13,350 meters. That is, the Tu-154 can make a complete 360-degree turn in at least nine minutes.

In other words, in a normal flight, even in a very steep turn with a bank angle of 60 degrees and a speed of 550 km/h, the Tu-154 will not be able to change course by 18 degrees in less than 27 seconds. In the case in Adler, the course change of 18 degrees occurred in less than 10 seconds. In fact, the change in 10 seconds occurred at an even greater angle, because the course 10 seconds before the fall (remember the Moscow Ministry of Defense and the fact that the pilot steered the plane to the right) changed upward, the expert explained.

So what made the plane change course so sharply and quickly, which under normal conditions, according to its technical data, simply cannot be done?

- “Energetic” actions of Captain Volkov? No. Flying a serviceable aircraft with proper mechanization he simply cannot do it. Only an emergency situation on board could provide energy and quickly turn the plane around. It was this sudden situation that Volkov tried to cope with in his last seconds of life, fighting for the survivability of the aircraft with so-called “inadequate” actions. “He didn’t sit and watch indifferently what was happening,” Antipov answered his own question.

The expert went on to say that the force that caused the plane to turn so quickly was either a complete loss of symmetry in aerodynamics (or engine thrust), or the action of a sudden force acting on the fuselage of the plane in the transverse direction. Or both at the same time.

Under these conditions, according to Antipov, only an explosion on board is suitable, destroying the symmetrical structure of the Tu-154 and quickly turning the aircraft around with its energy.

I'll ask a few more questions. For what reasons did the inner surface of the fuselage skin of the front cargo compartment change its color and how did a plastic piece with melted edges end up among the belongings of the victims, recovered from the crash site? But I think the questions will remain unanswered,” Antipov concluded.

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After a complete decoding of the black boxes of the Tu-154 that crashed at the end of December 2016 in the waters of Sochi - parametric and speech- Experts from the Ministry of Defense can actually accurately name the causes of the plane crash.According to experts, the plane with its passengers was destroyed by a combination of several factors:went to last flight overloaded, and the co-pilot Alexander Rovensky on takeoff, perhapsmixed up the landing gear and flap control levers. When the crew noticed the mistake, it was already too late: the heavy Tu-154 simply did not have enough altitude for a rescue maneuver, so itThe tail part of the fuselage hit the water and collapsed.

Heavy and unmanageable

A Life source familiar with the investigation into the causes of the disaster said that the notorious human factor was recognized as the priority version of the Tu-154 crash.

Data from speech and parametric (recording the operation of all aircraft components) recorders studied by experts from the Research Center for Operation and Repair of Aircraft of the Ministry of Defense in Lyubertsy say that in the third minute of the flight, when the airliner was at an altitude of 450 meters above sea level, the directional stability system sensors were activated, - a source told Life. - The car began to sharply lose altitude due to problems with the flaps.

According to experts, this could have happened after the co-pilot, 33-year-old captain Alexander Rovensky, instead of retracting the landing gear, retracted the flaps.

Because of this, the plane went into an extreme angle of attack, the crew tried to turn the plane to reach the ground, but did not have time to do this, the Life source added.

As it turned out, the situation was aggravated by the overload of the Tu-154. Everything in the luggage compartment was filled to capacity. The tail section of the plane was pulled down. It was impossible to save the car: there was not enough speed and height.The tail section touched the water first, and then the Tu-154at high speedhit the sea with its right wing and collapsed.

According to a Life source, the emergency situation came as a complete surprise to the crew: in the first seconds, the aircraft commander, 35-year-old Major Roman Volkov, and co-pilot Alexander Rovensky were confused, but quickly pulled themselves together and last seconds tried to save the plane.

DECODING:

Speed 300... (Unintelligible.)

- (Unintelligible.)

I took the racks, commander.

- (Unintelligible.)

Wow, oh my!

(A sharp signal sounds.)

Flaps, bitch, what the fuck!

Altimeter!

Us... (Unintelligible.)

(A signal sounds about a dangerous approach to the ground.)

- (Unintelligible.)

Commander, we are falling!

This is how the experts realized that the plane had problems with the flaps due to the fault of the crew.

The pilots who flew the Tu-154, with whom Life spoke, confirm the conclusions of experts from the Ministry of Defense that the cause of the disaster could have been pilot error.

On the Tupolev, the landing gear and flap retraction handles are located on the visor of the pilot's cabin, between them, above the windshield. You can confuse them, especially if the co-pilot sitting on the right, whose responsibilities include controlling the flaps and landing gear during takeoff, is tired,” Honored Pilot of the Russian Federation Viktor Sazhenin, who himself flew on the Tu-154 for eight years, told Life. - Because of this, the plane went into an extreme angle of attack, hit the water, and its tail fell off.

This version is also considered acceptable by test pilot Hero of Russia Magomed Tolboev.

On the Tu-154 control panel, the flap and landing gear toggle switches are located above the windshield. The flaps are on the left, the landing gear is on the right. The co-pilot, who sits in the seat on the right, is responsible for them. It is possible that the pilot could have mixed up the levers or been distracted by something, so the plane took off with the landing gear extended and the flaps retracted,” Tolboev told Life.

According to Tolboev, one cannot exclude the possibility that after takeoff the crew exceeded the speed and the flap mechanism collapsed, causing the plane to fall to the right, lose speed and crash into the water.

Tragic experience

Another factor in the Tu-154 disaster in Sochi could have been the lack of sufficient knowledge among the ship’s commander and co-pilot on how to act in an extreme situation.

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The crash with the Tu-154 B-2 with tail number RA-85572 of the Ministry of Defense occurred on December 25, 2016. It was at 5:40 am Moscow time, 1.7 kilometers from the coast of Sochi. The Ministry of Defense plane was flying to Syrian Khmeimim from the Chkalovsky airfield, and in Sochi it was just refueling. There were 92 people on board the liner. A few minutes after lifting off from the runway, the plane disappeared from radar screens.

The crashed airliner was based at the Chkalovsky airfield near Moscow and was part of the Federal State Budgetary Institution State Airlines 223rd flight squad"The Ministry of Defense, which transports military personnel.

The Tu-154 B-2 modification is designed to carry 180 passengers economy class and was produced from 1978 to 1986. A total of 382 aircraft were built. Since 2012, Russian civil airlines have not operated the Tu-154 B-2.

The cause of the disaster of the Tu-154B-2 aircraft, which crashed in Sochi on December 25, 2016, was a violation of the spatial orientation of the aircraft commander, Major Roman Volkov, which led to his erroneous actions with the aircraft controls. This follows from documents with the commission’s findings distributed on the Internet.

The published documents say that after the plane was launched while taxiing in Sochi, the commander “experienced difficulties in determining his location on the airfield due to his understanding of the upcoming take-off course.” That is, Volkov did not know which runway he would take off from, but began “emotionally asking the crew about the takeoff course” only seven seconds into the flight and at a speed of 70 km/h.

“Unidentified radio communication with the use of profanity and increasing emotional tension in the crew during the take-off phase led to the PIC’s failure to monitor significant take-off parameters and the distraction of crew members from performing their functional duties at this stage of the flight,” the conclusion says.

At the 53rd second of the flight at an altitude of 157 m, the commander gave the command to retract the flaps, despite the fact that this had to be done at an altitude of 500 m. After this, the PIC made mistakes when using the aircraft controls (yoke and pedals) and ignored the alarm. SSOS systems (alarm system for dangerous speed of approach to the ground) and light signaling about the amount of roll. Due to errors by the crew, the plane began to descend so that it was no longer possible to avoid a collision with the ground.

From the conclusion:

As a result, the plane descended at a speed of 34 m/s and collided with the water surface at the 73rd second of flight.

The commission came to the conclusion that “the disturbance of the pilot’s spatial orientation could have been contributed to by: the resulting excessive neuropsychic stress caused by a combination of a number of situational professional and psychological stress factors against the background of natural emotional and physiological fatigue; lack of stable skills in distributing attention and maintaining specified flight parameters during takeoff and climb; "direct" indication spatial position aircraft roll on the flight control instrument (PKP-1).”

« Aircraft accident contributed to omissions in monitoring the organization of flights, objective control and flight methodological work by the leadership of the 800th aviation base (special purpose) and the air force command of the Main Command of the Aerospace Forces,” says the conclusion of the commission investigating the accident.

Let us remind you that the plane crash occurred on December 25, 2016. The Ministry of Defense plane took off from Adler airport at 5:20 Moscow time to Syria; while performing a maneuver over the Russian Black Sea, the airliner disappeared from the radar. There were 92 people on the plane, including soloists of the ensemble named after. Alexandrova, Elizaveta Glinka (Dr. Lisa) and journalists. They all died.

After a complete decoding of the black boxes of the Tu-154 that crashed at the end of December 2016 in the waters of Sochi - parametric and speech- Experts from the Ministry of Defense can actually accurately name the causes of the plane crash.According to experts, the plane with its passengers was destroyed by a combination of several factors:went on the last flight overloaded, and the co-pilot Alexander Rovensky on takeoffmixed up the landing gear and flap control levers. When the crew noticed the mistake, it was already too late: the heavy Tu-154 simply did not have enough altitude for a rescue maneuver, so itThe tail part of the fuselage hit the water and collapsed.

Heavy and unmanageable

A source familiar with the investigation into the causes of the disaster said that the notorious human factor was recognized as the priority version of the Tu-154 crash.

Data from speech and parametric (recording the operation of all aircraft components) recorders studied by experts from the Research Center for Operation and Repair of Aircraft of the Ministry of Defense in Lyubertsy say that in the third minute of the flight, when the airliner was at an altitude of 450 meters above sea level, the directional stability system sensors were activated, - said the source. - The car began to sharply lose altitude due to problems with the flaps.

According to experts, this happened after The co-pilot, 33-year-old captain Alexander Rovensky, instead of retracting the landing gear, retracted the flaps.

Because of this, the plane went into an extreme angle of attack, the crew tried to turn the plane to reach the ground, but did not have time to do this, the source added.

According to the source, the emergency situation came as a complete surprise to the crew: in the first seconds, the aircraft commander, 35-year-old Major Roman Volkov, and co-pilot Alexander Rovensky were confused, but quickly pulled themselves together and tried to save the plane until the last seconds.

From the phrases of the co-pilot and the commander of the ship, it becomes clear that something happened to the flaps, after which an alarm sounded due to the maximum angle of attack of the Tu-154.

DECODING:

Speed 300... (Unintelligible.)

- (Unintelligible.)

I took the racks, commander.

- (Unintelligible.)

Wow, oh my!

(A sharp signal sounds.)

Flaps, bitch, what the fuck!

Altimeter!

Us... (Unintelligible.)

(A signal sounds about a dangerous approach to the ground.)

- (Unintelligible.)

Commander, we are falling!

This is how the experts realized that the plane had problems with the flaps due to the fault of the crew.

The pilots who flew the Tu-154 confirm the conclusions of experts from the Ministry of Defense that the cause of the disaster could have been pilot error.

On the Tupolev, the landing gear and flap retraction handles are located on the visor of the pilot's cabin, between them, above the windshield. You can confuse them, especially if the co-pilot sitting on the right, whose responsibilities include controlling the flaps and landing gear during takeoff, is tired, said Honored Pilot of the Russian Federation Viktor Sazhenin, who himself flew on the Tu-154 for eight years. - Because of this, the plane went into an extreme angle of attack, hit the water, and its tail fell off.

This version is also considered acceptable by test pilot Hero of Russia Magomed Tolboev.

Tragic experience

Another factor in the Tu-154 disaster in Sochi could have been the lack of sufficient knowledge among the ship’s commander and co-pilot on how to act in an extreme situation.

Most likely, neither the plane’s commander, Roman Volkov, nor the co-pilot, Alexander Rovensky, who graduated from military schools in the early 2000s, received special flight training, says a source in the commission investigating the disaster in Sochi.

According to him, if the pilots had undergone special training for piloting in extreme situations at the Lipetsk Aviation Center for Retraining Military Pilots or at the Gromov Flight Research Institute, then perhaps the disaster could have been avoided.

In the military schools that the pilots graduated from, they were hardly taught how, if the flaps malfunctioned at low altitudes, set them to reverse in order to take the airliner out of the extreme angle of attack, the expert explained.

In addition, engineers at the Research Center for Operation and Repair of Aircraft Equipment of the Ministry of Defense in Lyubertsy do not rule out that when the crew tried to turn the aircraft around in order to reach the ground, they had a good chance of salvation if it were not for the overload.

The overload is evidenced by the fact that when the plane began to lose altitude, it was the tail section that hit the water first, which fell off, and then the plane’s right wing caught the water and crashed into the sea, says a source in the Russian Ministry of Transport.

According to him, it cannot be ruled out that the luggage compartment was simply overloaded.

After all, this was almost the last flight of a civilian aircraft to Syria, and relatives and colleagues of the military personnel on a business trip could have asked the airfield management and the crew to take on extra personnel, says the expert. - And during the flight and after landing in Sochi, the cargo could have been shaken. During takeoff from Sochi, the cargo moved to the rear of the airliner, and the plane was pulled down due to an emergency situation with the flaps.

The crashed airliner was based at the Chkalovsky airfield near Moscow and was part of the Federal State Budgetary Institution State Airlines "223rd Flight Detachment" of the Ministry of Defense, which transports military personnel.

The Tu-154 B-2 modification is designed to carry 180 economy class passengers and was produced from 1978 to 1986. A total of 382 aircraft were built. Since 2012, Russian civil airlines have not operated the Tu-154 B-2.