The media again returned to the death of the Tu-154 near Sochi, the military plane in which the Alexandrov ensemble died - as they say, the cultural symbol of the Russian army, and Elizaveta Glinka - Dr. Lisa, Mother Teresa of our Northern Spaces. And several more teams of journalists were killed, a total of 92 people.
Tu-154 flew from Moscow, from the Chkalovsky military airfield to Syria, to Damascus to raise the morale of the Russian Aerospace Forces personnel at the Khmeimim airbase on the New Year's Eve.
Flight was like flight, the crew commanded by the pilot Volkova have already flown this route more than once. At the Chkalovsky military airfield, near Moscow, it is known that this is a military airfield, the mouse, it would seem, will not slip through, everyone boarded. The board followed to Damascus over the Caspian Sea, then had to refuel in Mozdok, fly over Iran, Iraq and across all of Syria to Damascus.
But this time Mozdok was closed and the board flew to refuel in Adler over the Caucasus, from the Caspian to the Black Sea. For an airplane it's like for a car to go to refuel at the nearest gas station, well, let's refuel at another, by the standards air transport - a stone's throw.
In Adler, the board refueled, and supposedly no one got out or got on the plane in Adler. They took off, and after a couple of minutes disappeared from the radar. And then they found the wreckage of a Tu-154 in the Black Sea.
The newspapers wrote about all this in detail immediately after December 25. And they seem to have begun to forget about Tu. And suddenly, just before the murder in Kiev Voronenkova, and before the bulk of the riots in Moscow, suddenly again, look, a new portion of alleged information about the death of Tu-154.
More precisely, it is not new informationbut the interpretation of some of the information that we already had.
Apparently somewhere in the high spheres of those who manage our mental health, they decided that the version of the pilot's error, which they carefully emphasized to us all these months, looks unconvincing and now they add interpretations.
I have memorized the main complaints about the pilots.
They (in fact, we are talking about one, the main pilot - the commander of the aircraft Volkov) are accused of things hitherto unheard of in the investigation of the death of aircraft, namely:
- loss of orientation in space;
- in an illusory perception of reality;
- the flight was at night and therefore difficult.
Say, the commander of the ship Volkov (now they began to say that the 4 thousand hours flown by him are not enough to call him an experienced pilot, and earlier they said that Volkov was experienced), took the stars reflected in the sea for the stars in the sky and behaved accordingly, began to decline, instead of taking off.
Against this defamation of their deceased comrade, fellow pilots were outraged. Some still significant part of them.
They said that night flights are common and half of the flights are night flights, nothing extraordinary.
That in a night flight the commander of the ship "looks only at the instruments", because what are the stars there! That the Tu-154 has a large flight team, that several crew members continuously report to the commander and the altitude and everything that is needed.
True, among fellow pilots there were those who actually blamed the death of Tu pilot, one "comrade" said so, I have already quoted him that 4 thousand flown flights is not enough, he romantically said that “only after 10 thousand flown flights the pilot begins to feel bird. "
Returning to the formulations given in the media, in particular, to these "loss of orientation in space" and to "illusory perception of reality", I said to myself: excuse me, but these are the symptoms of what happens to the pilot during an electronic attack.
The version of the electronic attack was swept aside by the investigation.
But she was. And the supporters of this version referred to interesting data.
On the eve of the tragedy, it turns out that the French reconnaissance ship Dupuy de Lome entered the Black Sea, which can knock out all the aircraft electronics with a radio pulse.
The authors of the version argued that an electronic attack on the Tu-154 could have been made from this ship. Russia also has means of electronic jamming, the supporters of the version argued, they say, nothing fantastic, but the board was military, so those who attacked themselves as bloodsuckers and murderers might not feel.
The status of the flight was the highest that exists (a military ensemble, even a conductor, lieutenant general, a flight to Syria and similar international political importance).
The nature of the debris and the nature of the injuries inflicted on the bodies (the divers claimed that they were finely-finely chopped into gruel), as well as the scattering of the debris over a long distance, indicate an explosion on board. If the plane broke into the water, the debris would be large. And the bodies would not have been finely chopped.
And finally, even the fact that in the morning all civilian ships were forbidden to go to sea in that area, and another fact: the National Guard was set up at the coastal edge, they say that they hide from us the true cause of Tu's death.
And now the second batch of misinformation. Apparently, the top decided that you and I may still have doubts about the veracity of the accusations of all the pilots.
Therefore, they additionally fall on them. A well-known trick in the criminal world - murders are always hung up on dead comrades.
Now about the airfield in Chkalovsky.
Pilot Krasnopyorov: “I flew from Chkalovsky to the east. And there was no inspection, with security much worse than at civilian airports. "
Writer Limonov: “And I flew from Chkalovsky ... There was no inspection, neither the passports were looked, nor the luggage was checked. Well, okay, I am a famous person, but there were three guards with me, and they did not demand their passports or inspect their luggage. "
Specialists of the Interstate Aviation Committee have already started the crashed An-148. The first data may appear in the next day. According to the Investigative Committee, there was no destruction in the air on board the liner. ...
Search operation without the prefix "rescue". There are no survivors. Both black boxes were found in the snowdrifts, including the voice recorder, fuselage pieces and body fragments. There are hundreds of them.
"The first batch left on board, - the Ministry of Emergency Situations reported. - This cargo 200 is delivered to the city hospital of Moscow No. 6 and from there it is transported to the forensic examination."
An area of \u200b\u200b30 hectares has been surveyed for more than a day. The plane crashed into a field, although you can see how close the village is. A camera on one of the houses filmed the moment of the disaster. At 14:27 the plane hit the ground. The flight ended 4 minutes after takeoff.
"At the time of the fall, the aircraft was intact, without a fire. The explosion occurred after the fall of the aircraft. Samples of fuel, files of radio traffic of dispatchers and the aircraft commander, files of the aircraft tracking system on the ground and in the air were seized," an official representative of the Investigative Committee Russian Svetlana Petrenko.
There are several versions of the causes of the crash - from crew error to equipment failure. The documents are being seized at the Domodedovo airport, from where the plane took off, in Saratov, where the carrier is based, and in Penza. The crashed An-148 was there a few hours before the disaster.
"The technical condition at the time of departure from Penza - no comments, the procedures for accepting the release were standard: filling with water, draining waste technical fluids, filling with kerosene," explains Penza airport director Yuri Oskolkov. After us, he made two more flights in the direction of Moscow - Saratov and Saratov - Moscow. "
Was the fourth at the liner in less than a day. For aircraft, this is a normal load. But here is what the newspaper "Moskovsky Komsomolets" writes with reference to its source in Rostransnadzor: last autumn, it was the crashed An-148 that had violations in technical maintenance. Perhaps, precisely because of the intensity of the flights, the aircraft did not have time to change the oil in time.
"The frequency of oil change and filter flushing in accordance with the maintenance program should be 375 flight hours. On this board, these works were carried out with a frequency of 750 hours," - says MK.
In addition to the pilots and flight attendants, the An-148 crew included two technicians. They were examining the plane before taking off from Domodedovo. The dispatchers were not reported about the comments. We flew to Orsk on schedule. According to the Flightradar website, which has telemetry data from the aircraft, the An-148 took off at 14:22 Moscow time.
The start of the flight took place normally: a smooth climb to 2 thousand meters, then for some reason a decrease to one and a half thousand, at the same time the speed of the car decreases, then again climb and fall.
"At the scene of the incident, the commission is engaged in drawing up schemes of the location of the fragments aviation accident... Fragments are being identified in order to prepare them for evacuation from the scene of the accident, "the Interstate Aviation Committee (IAC) said.
The plane belonged to an airline from Saratov. Most of the crew members are from there. The technicians remember their colleagues - onboard engineers Oleg Sergeev and Andrey Revyakin. Both are over 50 years old. It was not the first day in the profession.
“I talked to the guys. They flew away in a great mood - both Andrei and Oleg,” says Valery Vorobeichikov, head of the operational department of Saratov Airlines. “Oleg is a competent technician, he flew a lot as part of the crew. ".
Second pilot Sergey Gamboryan. He has a small flight time - about 800 hours, but the commander is an experienced pilot. Valery Gubanov joined the civilian fleet from military aviation. He fought in Afghanistan, was awarded the medal "For Courage". On passenger aircraft flew over 5 thousand hours. And the flight attendants Anastasia Slavinskaya and Victoria Koval were not yet 30 years old.
“I studied with Vika Koval at the flight attendant school, she is a good responsible girl,” says a colleague of the girls. “We made a flight with Nastya Slavinskaya before my vacation, she is also a very good girl. Everyone is very kind, young. It's a pity.”
Saratov Airlines announced that it was suspending the operation of An-148 aircraft until all the circumstances of the disaster were clarified. The carrier has five such vehicles left in the fleet.
The schedule of the Moscow Domodedovo airport today includes a flight Moscow - Orsk. Departure is as usual at 14:10, but the plane will not be fully loaded.
The scoreboard still shows "Saratov Airlines", but the flight has already been combined. The flight is operated by another airline.
"Heating must turn on three times"
The version of the Interstate Aviation Committee that the crash of the An-148 on Sunday afternoon in the Ramensky district of the Moscow region is untenable, experts of MK are sure. So, according to the ex-pilot of the Il-96 Sergei Knyshov, there are backup speed indicators on all aircraft and it is almost impossible to provoke an aircraft crash for this reason.
Recall that on Tuesday, February 13, IAC experts shared their first hypotheses regarding the reasons for the liner crash. So, according to the results of the preliminary analysis of the decoding of the data of the flight recorder, during the entire short flight of the aircraft, the heating of all three RPMs (full pressure acceptance) was off.
"A factor in the development of exacerbate the situation in flight could be incorrect data on the flight speed on the pilots' indicators, which, in turn, was apparently associated with icing of the RPM when the heating systems were turned off," the IAC said in an official document.
I can’t imagine that this is possible at all, ”Knyshov explained. - All flight manuals say that in case of icing (when the outside air is from five degrees and below), the RPM heating is switched on by the co-pilot five minutes before takeoff. In the absence of icing in 1-2 minutes. Yes, indeed, on the day the plane crashed, there were all icing conditions - low temperature, sleet. Even if we assume that, for some reason, the heating was not turned on at this stage, then there is a preliminary start - when the plane is almost ready to take off, and the commander of the ship once again reminds about heating. Again, even if these actions are not performed during takeoff, the central display signals this, reminding that the aircraft is not ready for flight. During takeoff, there is no chance of being left without heating the RPM - it turns on automatically after the pilots retract the landing gear.
Also, according to the pilot, even if the speed data is different in flight, there are backup devices in the aircraft that the pilot can switch to.
