“Why is the co-pilot silent? Military pensioners for Russia and its armed forces Heavy and uncontrollable.

On the this moment four well-known facts are known in connection with the aviation accident of the military Tu-154.

1. No bomb blast on board,
2. The aircraft was not hit by an anti-aircraft missile,
3. There was no message from the crew to the dispatcher about the emergency,
4. Scattering of heavy structural elements of the liner on long distance from each other.

Most of the information field on this accident leads us to the version that there was a technical malfunction, aggravated by poor alignment, and the crew could not cope with all this. But according to this basic version, the plane must fall into the water as a whole, and, following the example of other similar accidents, all the heavy parts of the airplane should lie in a heap in approximately one place. Naturally, no current can move them from their place. The influence of the current extends only to the light parts of the structure.

Therefore, based on the experience of world aviation, a large spread of heavy fractions of an aircraft is possible only when it is destroyed in the air. Since the Tu-154 has been in operation for more than 50 years in an amount of more than 1000 copies and not one of them has fallen apart in the air on its own, it is obvious that someone helped this disaster happen. The number one candidate for this is the unmanned aerial vehicle. Most likely, the drone landed directly on the gondola with the undercarriage already retracted from below, as shown in the figure.

Since there were no explosives on board the drone, no traces of explosives will be found on the wreckage of the aircraft, respectively. The mechanical destruction of the Tu-154 will begin due to the high kinetic energy of the oncoming collision of the aircraft with the drone. Because of this impact, the gondola, together with the landing gear, was pulled out of the wing plane, some of the parts after this destruction fell into the side engine, as a result of which it was also pulled out of its attachment point. Part of the kerosene from broken pipelines burned for several seconds. Small fragments of the damaged wing hit the upper engine and it lost its power. Numerous sensors installed in these places were instantly cut off and the aircraft's information system got into an unusual situation. As a result, she began to give out incorrect information to the crew.

The left wing, destroyed from below, lost all its kerosene, as a result of which it became much lighter than the right. The center of the aircraft shifted to the right and the aircraft began to turn in the same direction with a decrease, since only one engine was actually working. The crew tried to contact the dispatcher, but he did not hear them. Nowadays, radio communication can be jammed with the help of electronic warfare equipment.

From all that has been said, many readers will say: "Definitely this is a terrorist attack." And they won't be right. The French ship, which was near Sochi, could easily jam the radio transmission from the aircraft with its equipment, but even if you install it, they will always say that they had no malicious intent, they just turned on the jammer to practice in neutral waters. And the drone most likely does not have English letters on all its parts, only Arabic numerals, and it will be almost impossible to establish the country of manufacture, even if its wreckage is found. And the Americans from the control center of their drones, even if you press them against the wall, can always say that their drone, flying past Sochi, simply lost control due to a computer failure and lost its route again in neutral waters. In a word, as our investigators rightly say out loud, this is not a terrorist attack, but they add to themselves - this is a “nasty” case.

Overloading the Tu-154 aircraft by 10-12 tons could not have caused the crash of the airliner in the Black Sea near Sochi on December 25, 2016. Our expert, an experienced military pilot, who has more than 10,000 hours of flight time, of which about 4,000 is the commander of the Tu-154 crew, is convinced of this. He told Novaya Gazeta that he could give official testimony to the commission investigating the Sochi disaster and substantiate his version of the tragedy. The editors of Novaya, in turn, can provide the commission for the investigation of the disaster with personal data and a contact phone number of the veteran military aviation, who acted as an expert for the newspaper.

Our expert contacted the editors immediately after the publication of another version of the Sochi disaster: the Gazeta.ru online publication, citing specialists involved in the investigation, said that before takeoff from the Chkalovsky airfield near Moscow, the weight of the aircraft was 99.6 tons, including 24 tons of fuel, the aircraft was refueled in Sochi, and its weight reached 110 tons, which exceeded the allowable 98 tons. “If the crew commander knew about exceeding the standard take-off weight by more than 10 tons, he would either refuse to fly or take off taking into account that the aircraft is overloaded,” Gazeta.ru concludes.

However, the Investigative Committee of Russia has already denied the information about the overload of the Tu-154. The official representative of the department, Svetlana Petrenko, said: “The hypotheses published in the media about possible reasons plane crashes are not based on facts and are the personal judgments of their authors.” According to Petrenko, conclusions about the causes of the tragedy will be made only after a "complex of flight technical examinations." At the same time, the representative of the TFR did not announce the timing of these examinations. Although, according to Novaya Gazeta, received from a source familiar with the investigation, all the necessary examinations have already been carried out, and the conclusions of the experts have been submitted to the official commission to investigate the causes of the disaster.

The expert of the "New" version of the overload of the Tu-154 also considers it untenable, but, unlike the representative of the TFR, he supported his opinion with arguments.

“I can’t imagine that there are kamikaze pilots in the air force who decide to take off without knowing whether the plane is overloaded or not. Aircraft loading and refueling, of course, is carried out ground services, but always under the supervision of the technical staff of the crew and the co-pilot. The mouse won't jump. This is an axiom, - said my interlocutor. “Besides, 10 tons is a lot, but this is not a catastrophic overload for modern aircraft.

My interlocutor recalled the events of 1973, the war in the Middle East:

- Then the military transport aviation, as they say, "lived in the sky", providing the transfer of goods to Syria, Iraq, Egypt. The Commander of the Military Transport Aviation issued a special order allowing him to increase the takeoff weight for An-12 aircraft from 61 to 65 tons. In the order of the Minister of Defense of the USSR "On air transport aircraft M.O. " the procedure for preparing cargo and personnel (passengers) for transportation is clearly regulated.

But in this order it was emphasized that the aircraft commander is obliged to obtain documents for the cargo. And this order of 1973 has not yet been canceled.

Analyzing the actions of the Tu-154 crew, which took off on December 25, 2016 from the Sochi airport, our expert drew attention to one more inconsistency:

- Even if you believe that the crew, sensing something was wrong, attempted an emergency landing, the pilots had to make a left turn, trying to enter the second lane (there are two lanes in Sochi, visually they represent the letter V). And the wreckage of the crashed plane was found in the Khosta area. It turns out that the crew tried to make a right turn? In addition, if they were really going to make an emergency landing, then the aircraft commander would notify the crew and the airport about this. And it would be fixed and flight recorders, and airport controllers.

Our expert continues to adhere to the version with which Novaya has already introduced readers: the takeoff of the Tu-154 aircraft was carried out by an emergency crew. Its essence: the full-time crew commander of the Tu-154 during takeoff served as the co-pilot, however, being in his place, and the pilot who had extensive flight experience took off, but on other types of aircraft, for example, on the An-72.

According to our expert's version, the Tu-154 crew commander took his seat in the cabin, but to his right, in the co-pilot's seat, there was not a crew member, but an "outsider" who had no right to be there - not only not trained and not admitted for flights on this type of aircraft, but also an officer not included in the flight task, senior in rank and position

“Here are the photos published in the press,” my interlocutor shows. - Here in this picture you can clearly see that the landing gear was in the extended position. Here is one of the stands. A thick short part that "lies" on the bogie, and the suspension unit to the center section is circled with a thin red oval - this is actually the suspension strut. The long, thin part, indicated by the bold red arrow, is the retract/extension cylinder. Its length corresponds to the length of this cylinder when the landing gear is extended, as in an aircraft standing on the ground. When the landing gear is retracted, the retract cylinder stem is extended by slurry pressure, pushing the strut back and turning the undercarriage bogie so that the last pair of wheels becomes the first in flight, while the retract cylinder becomes much longer than in the picture.

Our expert shows another photo:

- This is another landing gear with the front pair of wheels torn off. The wheels could come off only when they hit the water. The conclusion is obvious: the chassis was released. Here's a picture of the left wing. What do we see? Flaps in retracted position.

My interlocutor is indignant:

- Already after our conversation in March, the "recording of conversations in the cockpit" was made public.

On the recording, in absolute silence, a calm command “Flaps to remove” is heard, and after ten seconds a cry is heard: “We are falling!” Meanwhile, there is the "Technology of the work of the Tu-154 crew." This document is strictly observed by all pilots flying this type of aircraft. According to Tekhnologiya, after the commander's command "Flaps to be removed", the co-pilot says: "I'm retracting the flaps."

Then the navigator reports: "Flaps are retracted simultaneously, the stabilizer is shifted." When the flaps are retracted, the navigator reports: "Flaps, slats retracted, the stabilizer is zero, the LV and RV displays are off." There is nothing of this in the published "recording of conversations in the cockpit."

My interlocutor assumes that they want to hide something from us. And that is why they “leaked” into the public either a record on which “extraneous” voices were erased, or it is a record at all that has nothing to do with the Sochi disaster.

I repeat, Novaya's expert is ready to testify and substantiate his version of the tragedy officially by the commission investigating the Sochi disaster.

The results of the investigation into the crash of the Tu-154 over the Black Sea appeared on the Web. According to published information, crew fatigue was the cause of the tragedy.

"The cause of the Tu-154-B-2 crash was a violation of the spatial orientation (situational awareness) of the aircraft commander, which led to his erroneous actions with the aircraft controls, as a result of which the aircraft switched to a descent at the climb stage and collided with the water surface" , - says a report published in the Telegram channel "Captain Vrungel". The document notes "the lack of an adequate reaction of the captain of the aircraft" to the reports of the crew members, as well as sound and light signals.

Several factors contributed to the violation of spatial orientation: excessive mental stress, emotional and physiological fatigue, and a lack of attention distribution skills in the captain. The tragedy was also caused by the lack of mandatory control over the execution of flights by the military command.

"Military transport aviation turned out to be unprepared for the large-scale challenges that the task of organizing a continuous air bridge to Syria set before it. The problem is in the complex, the lack of trained crews, the outdated system of training and control, the command's disregard for the regime of work and rest of crews," – said the author of the Telegram channel.

The report contains a list of violations committed at the military base in preparation for the departure of the Tu-154. For example, the crew was staffed from different squadrons, it did not include a radio operator - an on-board translator. There were no classes and trainings for the pilots, and they underwent a medical examination earlier than two hours before departure.

The specialists added that during the refueling of the Tu-154, passengers were not boarded and disembarked, and no additional cargo was placed on board. Problems arose at the seventh second of the flight, as the captain "experienced difficulties in determining his position on the territory of the airfield, associated with his idea of ​​​​the take-off course."

Recall that the crash of the Tu-154 of the Ministry of Defense occurred on December 25, 2016 near Sochi. The plane crashed into the Black Sea. All 92 people on board were killed, including journalists from federal channels, the head of the Fair Aid Foundation, Elizaveta Glinka, as well as the head and artists of the Alexandrov Ensemble.

Over the Black Sea, became the 73rd liner of this family, lost as a result of aviation accidents. The total number of deaths in such accidents over 44 years has reached 3,263 people. Portal Yuga.ru looked into the history of the operation of the aircraft and remembered the most major disasters with his participation.

Tu-154 is a passenger aircraft developed in the 1960s in the USSR at the Tupolev Design Bureau. It was intended for the needs of medium-haul airlines and for a long time was the most massive Soviet jet passenger aircraft.

The first flight was carried out on October 3, 1968. Tu-154 was mass-produced from 1970 to 1998. From 1998 to 2013, small-scale production of the Tu-154M modification was carried out at the Aviakor plant in Samara. A total of 1026 machines were manufactured. Until the end of the 2000s, it was one of the most common aircraft on medium-range routes in Russia.

The aircraft with tail number RA-85572, which crashed on December 25, 2016 over the Black Sea, was manufactured in 1983 and belonged to the Tu-154B-2 modification. This modification was produced from 1978 to 1986: an economy class cabin for 180 passengers, an improved automatic on-board control system. In 1983, the RA-85572 board was transferred to the USSR Air Force.

According to some Tu-154 pilots, the aircraft is too complicated for mass production. passenger liner and requires highly qualified both flight and ground personnel.

At the end of the 20th century, the aircraft, designed in the 1960s, became obsolete, and airlines began to replace it with modern analogues - the Boeing 737 and Airbus A320.

In 2002, the EU countries, due to inconsistencies in the level of permissible noise, banned the flights of Tu-154s that were not equipped with special noise-absorbing panels. And since 2006, all Tu-154 flights (except for the Tu-154M modification) in the EU have been completely banned. Aircraft of this type at that time were operated mainly in the CIS countries.

In the mid-2000s, the aircraft began to be gradually taken out of service. The main reason is the low fuel efficiency of the engines. Since the aircraft was designed in the 1960s, the developers did not face the issue of engine efficiency. The economic crisis of 2008 also contributed to the acceleration of the process of decommissioning the aircraft. In 2008, the entire Tu-154 fleet was withdrawn by S7, the following year Rossiya and Aeroflot did so. In 2011, the operation of the Tu-154 was stopped " Ural Airlines". In 2013, liners of this type were withdrawn from the air fleet by UTair, the largest Tu-154 operator at that time.

In October 2016, the last demonstration flight was made by the Belarusian airline Belavia. The only commercial operator of Tu-154 aircraft in Russia in 2016 was the Alrosa airline, which has two Tu-154M aircraft in its fleet. According to unconfirmed reports, two Tu-154 aircraft, including the most old model of this family, released back in 1976, is owned by the North Korean airline Air Koryo.

In February 2013, the serial production of the liners was discontinued. The last aircraft of the family, released at the Samara plant "Aviakor", was transferred to the Ministry of Defense of the Russian Federation.

The largest disasters of domestic Tu-154

02/19/1973, Prague, 66 dead

The Tu-154 aircraft was performing a regular passenger flight from Moscow to Prague, when, while landing, it suddenly went into a rapid descent, having not reached the runway 470 m, crashed into the ground and collapsed. Killed 66 people out of 100 on board. This is the first incident in the history of the Tu-154 aircraft. The Czechoslovak commission could not establish the causes of the accident, only assuming that during the landing approach the airliner unexpectedly got into a turbulence zone, which led to a loss of stability. The Soviet commission came to the conclusion that the cause of the disaster was the error of the aircraft commander, who, during the landing approach, accidentally, due to the imperfection of the control system, changed the angle of the stabilizer.

07/08/1980, Alma-Ata, 166 dead, 9 wounded on the ground

The plane, which was flying on the route Alma-Ata - Rostov-on-Don - Simferopol, crashed almost immediately after takeoff. The aircraft demolished two residential barracks and four residential buildings, injuring nine people on the ground. According to the official version, the disaster occurred due to a sudden atmospheric disturbance that caused a powerful downward air flow (up to 14 m/s) and a strong tailwind (up to 20 m/s) during takeoff, at the time of mechanization cleaning, with a high takeoff weight, in conditions of high-altitude airfield and high air temperature. The combination of these factors at low flight altitude and with a sudden onset of a side roll, the correction of which briefly distracted the crew, predetermined the fatal outcome of the flight.

11/16/1981, Norilsk, 99 dead

The liner was completing a passenger flight from Krasnoyarsk and was landing when it lost altitude and landed on the field, about 500 m short of the runway, after which it crashed into the embankment of the radio beacon and collapsed. 99 people out of 167 on board were killed. According to the conclusion of the commission, the cause of the accident was the loss of longitudinal controllability of the aircraft at the final stage of the landing approach due to the design features of the aircraft. In addition, the crew realized too late that the situation was threatening with an accident, and the decision to go around was not made in time.

12/23/1984, Krasnoyarsk, 110 dead

The liner was supposed to carry out a passenger flight to Irkutsk, when an engine failure occurred during climb. The crew decided to return, but a fire broke out during the landing approach, which destroyed the control systems. The car crashed to the ground 3 km before runway number 29 and collapsed. The root cause of the disaster was the destruction of the disk of the first stage of one of the engines, which occurred due to the presence of fatigue cracks. The cracks were caused by a manufacturing defect.

07/10/1985, Uchkuduk, 200 dead

This disaster was the largest in terms of the number of deaths in the history of Soviet aviation and Tu-154 aircraft. The airliner that operated regular flight on the route Karshi - Ufa - Leningrad, 46 minutes after takeoff at an altitude of 11 thousand 600 m, lost speed, fell into a flat spin and collapsed to the ground.

According to the official conclusion, this happened under the influence of a high non-standard outdoor temperature, a small margin in terms of the angle of attack and engine thrust. The crew made a number of deviations from the requirements, lost speed - and failed to pilot the aircraft. Widespread unofficial version: before the flight, the rest regime of the crew was violated, as a result of which total time pilots were awake for almost 24 hours. And shortly after the start of the flight, the crew fell asleep.

07.12.1995, Khabarovsk region, 98 dead

The Tu-154B-1 airliner of the Khabarovsk joint air squadron, flying along the route Khabarovsk - Yuzhno-Sakhalinsk - Khabarovsk - Ulan-Ude - Novosibirsk, crashed into Mount Bo-Dzhausa 274 km from Khabarovsk. The cause of the disaster, presumably, was the asymmetric transfer of fuel from the tanks. The ship's commander mistakenly increased the formed right roll, and the flight became uncontrollable.

07/04/2001, Irkutsk, 145 dead

While landing at the Irkutsk airport, the airliner suddenly fell into a flat tailspin and crashed to the ground. During the landing approach, the crew allowed the aircraft speed to drop below the permissible speed by 10-15 km/h. The autopilot, which was in altitude hold mode, increased the pitch angle as the speed dropped, resulting in an even greater loss of speed. Having discovered a dangerous situation, the crew added a mode to the engines, rejected the steering wheel to the left and away from themselves, which led to a rapid increase in vertical speed and an increase in roll to the left. Having lost spatial orientation, the pilot tried to bring the plane out of the roll, but by his actions only increased it. The State Commission called the erroneous actions of the crew the cause of the disaster.

10/04/2001, Black Sea, 78 dead

The Tu-154M airliner of Siberia Airlines was flying on the Tel Aviv-Novosibirsk route, but 1 hour 45 minutes after takeoff, it crashed into the Black Sea. According to the conclusion of the Interstate Aviation Committee, the plane was unintentionally shot down by a Ukrainian S-200 anti-aircraft missile launched during Ukrainian military exercises on the Crimean peninsula. Ukrainian Defense Minister Oleksandr Kuzmuk apologized for the incident. Ukrainian President Leonid Kuchma acknowledged Ukraine's responsibility for the incident and dismissed the defense minister.

08/24/2004, Kamensk, 46 dead

The plane took off from Moscow and headed for Sochi. During the flight over the Rostov region, a strong explosion occurred in the tail section of the liner. The plane lost control and began to fall. The crew tried with all their might to keep the plane in the air, but the uncontrolled liner crashed to the ground near the village of Glubokoy Kamensky district of the Rostov region and completely collapsed. The plane was blasted by a suicide bomber. Immediately after the terrorist attacks (on the same day, the Tu-134 aircraft flying from Moscow to Volgograd exploded), the responsibility for them was assumed by terrorist organization Islambouli Brigades. But later Shamil Basayev said that he had prepared the attacks.

According to Basayev, the terrorists he sent did not blow up the planes, but only captured them. Basayev claimed that the planes were shot down by Russian air defense missiles, as the Russian leadership was afraid that the planes would be sent to any objects in Moscow or St. Petersburg.

08/22/2006, Donetsk, 170 dead

The Russian airliner was performing a scheduled passenger flight from Anapa to St. Petersburg, but it encountered a severe thunderstorm over the Donetsk region. The crew asked the controller for permission to fly to a higher flight level, but then the aircraft lost altitude, and three minutes later it crashed near the village of Sukhaya Balka in the Konstantinovsky district of the Donetsk region.

“The lack of control over the flight speed and the failure to follow the instructions of the Flight Operations Manual (Flight Operations Manual) to prevent the aircraft from entering the stall mode with unsatisfactory interaction in the crew did not allow preventing the situation from turning into a catastrophic one”, - said in the final conclusion of the Interstate Aviation Commission.

04/10/2010, Smolensk, 96 dead

The Tu-154M presidential airliner of the Polish Air Force was flying on the Warsaw-Smolensk route, but when landing at the Smolensk-Severny airfield in heavy fog, the liner collided with trees, capsized, crashed to the ground and completely collapsed. All 96 people on board were killed, including Polish President Lech Kaczynski, his wife Maria Kaczynska, as well as well-known Polish politicians, almost all the high military command, and public and religious figures. They were going to Russia on a private visit as a Polish delegation to the mourning events on the occasion of the 70th anniversary of the Katyn massacre. An investigation by the Interstate Aviation Committee found that all aircraft systems worked normally before impact with the ground; due to fog, visibility at the airfield was below the landing limit, which the crew was notified about. The causes of the disaster were called the wrong actions of the crew of the aircraft and psychological pressure on it.

Independent technical expert Yuri Antipov again reviewed the main version of the plane crash and gave arguments that refute it.

Recall that the crash of the Tu-154 occurred off the coast of Sochi on December 25, 2016. On board, flying to Syria, there were 92 people. These are the artists of the Alexandrov Ensemble, journalists, military personnel, the well-known public figure Dr. Liza and others. Early in the morning after taking off from Sochi airport, the plane crashed into the Black Sea not far from the coast.

According to Antipov, the version of the explosion, on which he insists, was officially refuted literally right there. However, the expert claims that the liner could have been torn apart into tiny fragments only by an explosion. This version also proves that only macroscopic fragmentary remains remained of the people who were in the cabin. In addition, the result of the investigation, announced by the Ministry of Defense and reducing the cause of the fall to the loss of orientation of the pilot, has a huge number of holes.

Antipov again gives a chronology of events. The plane, having taken off from Moscow, landed in a resort town for refueling. The expert recalled that the Tu-154 needed no more than half an hour for this. Instead, the board stood on the ground for three hours. The passengers were not released.

After that, the crew commander Roman Volkov asked the controller to take off from the very beginning of the long strip, citing the fact that the aircraft was “heavy”. However, Antipov recalls that the plane was unloaded as much as possible. According to the official version, there was nothing else on board besides the passengers' belongings and medicines with food.

The expert suggested that it was no coincidence that the commander demanded a run from the beginning of the runway. Apparently, in Sochi, the plane was loaded with valuable cargo, since the work went on for about three hours. You can just “throw” things in an hour.

After takeoff, the plane, and the Tu-154 has, in comparison with other liners, a powerful lifting force, could not gain altitude (due to pilot error) and after 70 seconds from 250 meters crashed into the sea. Antipov recalls that at the same time, the people who were in the salon turned into genetic material.

As everyone knows, a forensic medical examination (FME) was carried out to identify the remains on board. According to the SME, not all the bodies of passengers after the disaster turned into genetic remains. Some of them, 17 bodies, survived. And these people were sitting in the business class, which is located behind the cockpit. How was it determined that the bodies of business class passengers survived? Very simple. The bodies of the leadership of the ensemble and the so-called "vips" survived. Contrary to the conjectures of the "experts", the body of the Tu-154 pilot was also preserved in an untorn state, the expert explained.

Antipov recalled that according to the main version, the liner that crashed from such a height at a speed of 500 kilometers, namely, at such a speed, the Tu-154 collided with water, was torn into tiny pieces.

The question is that one of the wings actually remained intact. However, Antipov says that there is nothing surprising here. In his opinion, there was an explosion on board, and the wing was damaged from a collision with water. He was not touched by the force of the explosion, the epicenter of which was in cargo hold. And after falling from such a height and at such a speed, the plane shatters into chips.

Antipov sees another proof of the version of the explosion in the fact that the lower part of the fuselage was ripped open. The break line was just on the floor line separating the cargo and passenger compartments.

It was very clearly shown that the internal structure of the walls in the cargo compartment turned brown and burned from the action of high temperature. Obvious facts have shown that the engines of the aircraft, located in the rear, before diving into the water of the Black Sea, sucked, like vacuum cleaners, fine residues from the explosion on board. And this hot finely dispersed material of the explosion products penetrated into the design of the engine air intake channels, and even sea water could not wash it off,” Antipov said.

Yuri Antipov also noted one very important detail. After the expert's conversation with people familiar with the investigation into the causes of the disaster, it turned out that the remains of those who died in in large numbers wooden splinters were found.

We remember that at the site in Adler, where all the collected wreckage of the crashed airliner was brought, there was not a single passenger seat. But there must have been more than a hundred of them. Apparently, in this liner, bound for Syria, all the passengers, including the pilots, were sitting on wooden stools. But, perhaps, the cargo of the Ministry of Defense, which for so long, carefully and quietly loaded in Adler, was in wooden boxes? But this version is fantastic. The version with stools is much more realistic, - summed up Yuri Antipov.