Why is Russia, which until recently was the world leader in the aircraft industry, buying second-hand aircraft all over the world? Who should be responsible for the deaths of people transported on imported rubbish? Why is a KAI graduate, certified aviation engineer Andrey Petrov, forced to work as a real estate agent and how can this be connected with the plane crash in Kazan? Why, if we are so poor, did the Universiade in Kazan become the most expensive in the world?

November 18 is declared a day of mourning in Tatarstan by presidential decree. On Sunday evening, while landing at the international airport of Kazan, a Boeing 737-500 of the Tatarstan airline, operating flight 363 Moscow-Domodedovo - Kazan, exploded. 50 people were killed, including the head of the FSB department for Tatarstan, Alexander Antonov, son, and the president of Tatarstan, Irek Minnikhanov. Both flight recorders have already been found, everyone is waiting for the publication of the causes of this crash. Malfunction of used equipment? Weather? Human factor? Fatal confluence of a number of circumstances?

Who knows... A fatal coincidence happened earlier, much earlier, namely, when Judas Gorbachev betrayed and sold the USSR, including the entire population living in it. My relative Andrey Petrov then studied at the Kazan Aviation Institute at the faculty aircraft. Since childhood, he dreamed of building airplanes. At first, he, like all other naive good citizens Soviet Union, even rejoiced that now he would finally heal "like people." That is, in accordance with the picture that people have been so diligently sold for several years in a row under the sweet sauce of liberalism, democracy and an abundance of foreign rags and sneakers ...

In general, when adults, many of whom had received at the expense of the state higher education(note, excellent quality according to international standards), they realized that they, like children, were circled around their finger, it was already too late. As is customary in such cases of murder for organs, the country was dismembered, carefully gutted, then ... What happened next - we all know perfectly well, as they say, we have the opportunity to experience the whole gamut of sensations from what is happening.

But all patience, of course, has a limit. It’s one thing to be a citizen of a great state, it’s another thing to realize that your homeland is no longer as powerful as before, but still hoo, the third thing is to understand that you don’t even live in a second world country. Even impoverished Africa and gypsy Romania refused this plane, and we pick up everything that even third world countries do not need. The stubborn facts state that Russia has sunk below the African countries.

For the first 5 years (1990-1995), the Boeing that crashed in Kazan, as expected, was flown by Europeans, after which it went through the hands of third world countries. First, the aircraft was sold to Uganda, where it was flown for another 5 years. In 2000, Uganda sold the plane to Brazil, where it had already begun to break down.

Moreover, already during the Brazilian operation, a tragedy almost occurred with this aircraft. On December 17, 2001, when landing at the airport in the Brazilian city of Belo Horizonte, a plane with 102 passengers and six crew members on board touched the ground even before the start of the runway. After that, the Boeing jumped up and hit the runway with force, as a result of which the left landing gear broke. The aircraft stopped after 1800 meters, moving along the runway relying on the left engine. Then, as a result of the rescue operation, it was possible to evacuate all passengers and crew members. Thus, there were no casualties in the severe accident, but the aircraft received significant damage, and significant repairs were required to return it to service.

After that, Brazil sold the aircraft to Romania, where the aircraft operated economy class flights for another 3 years. In the 18th year of operation, the aircraft was sold to Bulgaria, and, apparently, it was already in such a state that Bulgaria sold it six months later ... that's right, to Russia. Where in 2012 he already made an emergency landing, but at the same time continued to be operated. And he crashed on the 23rd (!) Year of use, taking with him the lives of fifty Russians.

the dead Boeing, on which I also happened to fly to Moscow several times

Two years ago, there were three emergency situations at once on Boeing aircraft and an emergency situation on an Airbus A-320 in Novosibirsk due to a navigation system failure. All of Russia waited with bated breath for President Medvedev's formidable decree banning the operation of aircraft of these brands. However, the decree was not followed. Medvedev's bans when he was president only affected Russian-made aircraft and river craft; foreign aircraft were untouchable in this regard. He turned out to be a worthy successor to the Gorbachev-Yeltsin anti-people traditions.

What is worth only one statement by Medvedev, made at a meeting of the operational headquarters for the elimination of the consequences of the Yak-42 plane crash (RA-42434, issue date October 1, 1993) near Yaroslavl in 2011 before the completion of the official investigation: “Of course, you need to think about your , but if they are not able to “unwind”, you need to buy equipment abroad.” What does "unwind" mean? And what kind of "promotion" can we talk about when there is total destruction? By the way, as a result of the investigation, it turned out that the cause of the crash was a crew error. Moreover, destroying our aircraft industry, Medvedev cynically declared: "that the value of human life should be higher than special considerations, including support for a domestic manufacturer."

Meanwhile, Medvedev could not help but know (this is the cynicism) what exactly Russian aircraft ensure the greatest passenger safety in the world and, by refusing to support a domestic manufacturer, it deliberately endangers people's lives.

Our country has created the safest aircraft in the world, such as the Il-96 and Tu-204/214, which have not claimed a single human life. Moreover, the Tu-204/214 is the only aircraft of this class that can be landed without engines at all. Thus, the RA-64011 board is known for the fact that on January 14, 2002 it made a successful landing at the Omsk airport after turning off the engines in flight due to the complete exhaustion of fuel. This well-known case occurred during the flight Frankfurt - Novosibirsk. During the approach to Novosibirsk airport according to the scheme, the crew received information about the departure to the reserve due to weather conditions. They chose Barnaul. However, the weather conditions at the Barnaul airport also did not meet the minimum, and it was decided to land in Omsk. As a result, at a distance of 17 km from the airfield, the fuel ran out. The crew was able to make a successful landing. And even later, when on March 22, 2010, the same plane, which was performing a technical flight (without passengers on board) from Hurghada to Moscow, when entering the runway 14R of Domodedovo Airport in difficult weather conditions (heavy fog, limited visibility) collided with the ground at about 1 km from the end of the runway and collapsed in a collision with trees, there was no fire at the scene. The main thing is that none of the crew members (although they received injuries of varying severity), no one (!) died. The cause of this crash was again the mistake of the crew, who decided to land instead of leaving for an alternate airfield, which does not indicate the technical imperfection of our aircraft, but the poor training of pilots.

But the Boeing-737 crashed 174 aircraft, killing almost 4 thousand people. Biggest disaster in Russia with a Boeing 737-500 aircraft occurred in 2008 in Perm. Then 88 people died. Now Kazan too... Yes, I must add that Boeing 737-900s are already flying somewhere, but for some reason these modern aircraft do not belong to Russian airlines...

Medvedev did everything to finish off the Russian aviation industry

For some reason, Medvedev's presidential ardor that "the value of human life is higher than all other considerations, including support for the national manufacturer ..." began to manifest itself in the following: do not support the national manufacturer, and buy Boeings for "other considerations", regardless of their technical imperfection. The Boeing 737 model was officially recognized as the most emergency in the world back in the mid-90s. In addition, this model is 4 years older than our TU-154. And all the myths about the old age of our aircraft remain myths. In terms of their design features, our aircraft are still the most reliable in the world, and the ban on their production is just lobbying for the interests of foreign firms. Isn't that why, having declared the development of the domestic aviation industry a national priority, the Government of Russia increased the production of civil aircraft to 7 pieces per year, and the purchase of Boeings to 50 pieces? Abroad, they do not hide the fact that they have found a large sales market in Russia. Airbus management reported that in the next 20 years, Russian airlines will acquire 1006 passenger aircraft worth about $95 billion, half of which will be Boeings. When priorities are given to foreign technology at the government level, then, naturally, the domestic aviation industry will not rise. No money is allocated for science and development. State support is denied. Is this called a priority national project?

President Medvedev hammered the last nail in the coffin of the Russian aviation industry by speaking out not only against the operation of domestic aircraft, but also against their production. And this is called a priority national project for the development of the aviation industry! What? American?

These and many other questions can be answered if we understand the orientation of the activities of Russia's top leadership. So Stalin wanted the USSR to have the best aviation in the world, and it was.

V.V. Putin, during his previous presidency, actively fought for the restoration of the domestic aviation industry (agreements with Russian airlines on the purchase of 145 Tu-204/214 and Tu-334 aircraft plus the supply of 130 aircraft to Iran) and, in particular, engine building (production of PS-90 and NK engines). -93), which, by the way, he continues to do now.

Medvedev terminated all the contracts concluded by Putin and set a personal example in neglecting Russian aircraft - instead of the presidential Il-96, he decided to fly the French Dassault Falcon X7 business class aircraft. In order to fly on this plane, Medvedev donated international status Russia, because the choice of an aircraft by the first person of the state means a specific sign of the one whose aviation industry he supports. Medvedev showed everyone that he would support non-Russian industry. And he proved this by deed, having concluded a contract with the United States for the supply of Boeings, which is really killing the Russian aviation industry. In continuation of the line he chose, the ex-president agreed with the United States to purchase 50 Boeing narrow-body aircraft and signed an option for another 15 Boeing wide-body aircraft at an estimated cost of $4.2 billion. In his response, Obama thanked the Russian president for the fact that the contract "will provide America with 44,000 jobs." For Russia, this is a direct loss of benefits in the form of 400 regional aircraft of its own production: deprivation of the load of enterprises, jobs, and in general - an end to the restoration of the domestic aviation industry.

In his response, Obama thanked the Russian president for the purchase contracts American aircraft, for which the latter had to violate the constitutional oath, betraying the interests of the people of Russia

So, Medvedev did everything to Russian civil aviation was not at all. But the problem is somewhat deeper than it might seem at first glance. The fact is that aircraft building is only a derivative of engine building. This was told to me by my relative Andrei Petrov, who dreamed of building airplanes since childhood. You can design and build beautiful aircraft, but if there are no engines for them, then aircraft without engines will be nothing more than metal boxes. As long as Russia has its own engine building, Russia can have its own aircraft. Best in the world. Because our aircraft engines are the best, and some of them, like the NK-93, have no analogues in the world at all. Experts say that in ten years everyone will fly on engines of this type: the Germans, the Americans, and the French.

The NK-93 engine invented by Russian designer Nikolai Kuznetsov is the aircraft engine of the future

NK-93 is the first Russian engine of the fifth generation with outstanding performance characteristics, ahead of all engines of comparable power in the world, including advanced ones. NK-93 is designed for a whole line of existing and prospective medium and long-range passenger airliners - Tu-204, Tu-214, Il-96-400, military transport aircraft - Il-76, Tu-330.

Meanwhile, this engine, which has not been launched into the sky for more than 15 years, neither in Samara nor in Moscow, although Prime Minister Vladimir Putin is among its ardent supporters. Apparently, the current anti-crisis managers from Rosoboronprom put an end to the domestic aircraft engine building industry: the enterprise OJSC Samara Scientific and Technical Complex named after Nikolai Kuznetsov, which developed the NK-93, is, in fact, already bankrupt. But what about the engine, without which independent Russia is doomed to aviation slavery to the American and British Pratt & Whitney and Rolls-Royce? Without which you can put an end to the domestic aircraft industry: no engine - no aircraft.

There is also the issue of liability. At the suggestion of Yeltsin's son-in-law Okulov, the aviation business in Russia was left to the mercy of private traders. Used planes are falling, people are dying. Who is responsible in case of equipment failure? For some reason, everything somehow comes down to the material side of things. For example, representatives of the Boeing manufacturer have already rushed to Kazan to find out the causes of the disaster. Is it really possible to count on an objective assessment of what happened from the position of such an interested party? Of course, the manufacturer will try to conduct such an “investigation”, as a result of which the weather, the human factor, improper maintenance and operation of the aircraft will be to blame (with possibly fair claims regarding the replacement of spare parts with, again, cheaper second-hand or counterfeit ones). The owners of airlines, on the contrary, are more profitable when the manufacturer is to blame. Air carriers, of course. In addition, no matter how seditious this idea may sound, air carriers benefit from the fall of planes from an economic point of view - after all, the planes are insured, and insurance payments are many times higher than the cost of the planes ...

A friend of mine received a message from her friend - he turned out to be a passenger on the previous flight of this ill-fated aircraft: “And I flew on this plane. 4 hours ago. To Moscow… So happy birthday to me. And even if these bitches don’t even open their mouths about the weather or the pilot’s error: the plane was already out of order during landing in Moscow, we almost crashed during landing ... ”Grigory attaches a photo of the boarding pass to confirm his words ...

Screen shot of the phone screen with a message from the passenger of the crashed plane, Grigory Busarev, who was flying in it on the previous flight 4 hours before the tragedy

A separate thread in the general outline of the issues under study is the current process of education and training of flight crews. What education - such and pilots. As, in general, both doctors and builders. What did you think? So cautious people advise neither to get sick nor to live in new buildings. And at new large stadiums, maybe it’s better not to show up, and at other grandiose objects, not much...

But last summer The World Student Universiade took place in Kazan... Yes, sport is good, it is necessary, it is impossible to argue with that. It is necessary to invest in sports facilities, the city must be developed. This is in general. What if you take a closer look? Well, why do we, one wonders, in cold Kazan, a city with a climate middle lane Russia, in which the summer of a year with a gulkin's nose, an open stadium with 45,000 seats, and even for 15.5 billion rubles? Yes, we will not fill this stadium in life after the Universiade (if only for the World Cup). In addition, they say, something was wrongly built there, and our brand new, rather big and expensive stadium will be remodeled! Again, on budgetary funds, of course. What can I say, the stadium is generally a penny in the overall budget of the Universiade. In total, 7.5 billion dollars (230 billion rubles) were spent on it, which is four times (!) More than on the previous Universiade in China. Only give free rein to the managers of our people's money - they are always ready to show off. And it’s not so easy then to calculate how much money was actually burned in all these fireworks ...

Why does cold Kazan need a stadium under open sky for 45 thousand viewers?

We dance and sing, arrange a feast for the whole world - there are funds for this. Holidays, mass celebrations are held everywhere, with or without reason. On TV, endless concerts and humorous shows - you laugh. What are we happy about? Who and, most importantly, why gave us such a merry life? To make it more fun to slide into the abyss? Before slaughtering a pig, an intelligent owner also indulges, scratches her belly in order to lull her vigilance into a pig. And then, when she begins to grunt with pleasure - a knife in the heart. Here we are, full of fun. For example, in Samara on the site of a former aircraft factory shopping center building...

In the light of all these bright salutes, Tatarstan oh, how unbecoming to buy pretty used American coffins with armrests tied with scotch tape. On the photographs of the crashed plane published today by the Kazan Internet portal "BUSINESS Online", taken by photographer Andrei Steklov three years before the tragedy, all this shame is in full view. As Steklov said, then he received an order for photography for a magazine that was distributed on domestic flights. Even then, the aircraft was not the “first freshness”: “I shot the Boeing both from the outside and from the inside. Look at the photo, everything is not new enough: the armrests are bandaged with tape, there are stains on the carpet. Then the customer wanted to show the full scale of the action - the ownership of the Boeing ... Photos, by the way, did not go into the order then, ”Steklov said.

Taped armrests - this is too much!

It is especially disappointing that this happens when we have on the territory of KazanKAPO them. Gorbunova, an aircraft manufacturing enterprise that was the flagship of Soviet aviation. Now the enterprise produces from 1 to 3 Tu-214 aircraft per year, and when my relative Petrov, a graduate of KAI, came to this plant in 1992, 30 aircraft were produced there per year.

Then at the plant (as well as at other plants throughout the country) devastation began, no one needed a certified aeronautical engineer ... Now he is forced to work as a realtor. He does not like work, so Andrey is happy to take on any coven, so during the Kazan Universiade he worked as a driver delivering athletes. I learned from him that for this purpose, as many as 1,000 brand new (unlike the vintage aircraft we purchase) cars were purchased for this purpose, again not of the domestic Hyundai brand. But at the Universiade in China, its participants calmly moved around the city on public transport, tea is not disabled, but athletes. Where did all this car park go after the Universiade? Nobody notified Petrov about this when he handed over his board after the end of the competition in order to return to boring realtor everyday life. Now, in order to pay off the mortgage for another half of his life, he will again look and show other people's apartments, bargain, persuade ...

And what is left for him to do? He does not want to leave for the hillock, as many of his friends at the aviation institute did. Because he loves his homeland, unlike, unfortunately, high-ranking corrupt officials who destroyed his dream - to build aircraft. And now this cherished dream of his has turned into a pile of fragments. Resembling the wreckage of an imported aircraft that crashed near his native Kazan ...

Many people experience fear of flying by air, and this means of transportation is the fastest and most convenient.

Consider what a person feels when an airplane crashes. The most reliable information about detailed experiences can be obtained from people who have experienced this experience for themselves.

Every accident is the result of the influence of several causes, the main of which is human factor. That is, traditionally as a reason for the fall air transport usually a mistake made by the crew.

Another common reason is aviation terrorism, which is much less common. Let's take a look at the statistics on this:

• 60% - accidents caused by pilot errors;
• 20% — difficulties associated with technical problems;
• 15% - situations that manifested themselves in the course of weather conditions;
• 5% — aviation terrorism and other factors.

The main cause of accidents is the human factor

The most common mistakes airline employees make:

1. Non-compliance with piloting procedures according to the regulations.
2. Insufficiently high level of qualification of pilots.
3. An error in the operation of navigation devices.
4. Failure to comply with maintenance regulations.
5. Erroneous situations that arose due to the fault of ground controllers.
6. Problems of the psychological state of the pilot and assistant.

Most accidents occur during takeoff or landing., while the vehicle is in controlled control, but loses spatial orientation.

Feelings of a person during a plane crash

As scientific studies have shown, when an overload of a vehicle occurs, a person is unlikely to clearly remember the events. This is due to the increased protection of consciousness.

Passengers will remember only the first seconds when the plane began to fall, and at the next stages, the protective reaction of the body will turn on and consciousness will turn off.

According to research, during the process of impact with the ground, not a single person was conscious, which suggests that he could not experience feelings.

This fact was confirmed by people who managed to survive in such a crash. When asked how the passengers of the falling plane felt, they replied that they only remember the jolt and the overload.

Feelings of passengers during cabin depressurization

The pressure on such a large one takes on much lower values ​​than above its surface, as do temperature indicators. Lack of oxygen interferes with the normal functioning of the body.

Modern cinematography has significantly influenced public consciousness, showing that even an insignificant hole on the surface of the skin leads to the death of the entire passenger train.

In fact, it's the other way around. Sure, skin damage is abnormal, but that doesn't mean the problem is catastrophic.

The main problem with depressurization of the cabin is the lack of oxygen.. If each "traveler" is fastened according to the rules of the instructions, no serious complications should arise.

Moreover, the aircraft is designed to maintain an integral structure and is able to complete the flight. The main thing is to be able to timely notice the pressure drop and the fact that the oxygen level has decreased.

When depressurizing, wear oxygen masks

What happens to people when they hit the ground

If the landing is controlled, passengers may be conscious, but it is clouded. More often than not, the answer to the question of how people feel when a plane crashes is “nothing.”

We have already noted that at altitude, the body's defense reaction is activated, and it falls into temporary hibernation until the situation stabilizes.

Involuntarily, people may experience shaking and a little fear.

According to the testimonies of those who managed to survive the crash of the airliner, they practically do not remember anything.

Actions of the crew in case of an aircraft crash

To create favorable conditions for the comfortable well-being of passengers, it is necessary to carry out a number of measures.

First of all, prevent oxygen starvation among passengers by offering them wear special masks. Breathing may be rapid, and people may also feel slightly dizzy. Then the brain cells gradually die, so the timely adoption of the right actions is designed to prevent a fatal outcome.

Secondly at the first sign of trouble pilots descend to a relatively safe altitude of 3-4 km. At this level, a sufficient amount of oxygen is assumed for proper respiration and normal functioning of the body.

After the normalization of the situation, it is necessary to decide on further actions. As a rule, this is an emergency landing at a nearby port.

Most aircraft accidents happen during takeoff or landing.

What passengers should do

An important role is played by the behavior of passengers during the crash.. We looked at what happens to people during a crash when an airplane crashes.

Passengers faced with decompression factors must adhere to the following rules:

1. Stay calm and not induce panic.
2. Do everything the crew says. Listen carefully to instructions from staff.
3. Put on oxygen masks and, if necessary, help others in this task.
4. Buckle up and sit comfortably in your chair during the flight, which will avoid traumatic consequences in the turbulence zone.

Can you survive in a plane crash?

In addition to the question of what a person feels during a plane crash when falling, another question involuntarily arises: “Is it possible to survive in this situation?” As practice shows - of course, it is possible. But on condition that the pilots noticed the problems in a timely manner and proceeded to eliminate them.

Observance and absence of a panic state guarantees peace and well-being of passengers.

I recently attended a friend's birthday party. In the midst of the fun, the birthday girl took out air tickets from her purse and proudly announced that her husband had given her a ticket to United Arab Emirates. Congratulations poured in. Then one of the men asked: "Aren't you flying to Dubai?" - "And what?" - "Do you know that our pilots there get so crazy from the heat that they forget to release the landing gear?" The birthday girl turned pale and fell silent. The guests, meanwhile, began to recall the New York shopping center and the recent well-aimed shot of Ukrainian anti-aircraft gunners. In general, the plane flew to the Emirates without my friends. "It's not about the terrorists," the birthday girl's husband explained to me later.
People and hardware
There have been really a lot of plane crashes lately (see picture). And not only in 2001, when Ukrainian anti-aircraft gunners worked so well. Everyone understands that neither the Ukrainians nor the Arab terrorists are to blame for the plight of aviation in Russia. Usually they refer to something else: to hopelessly outdated models of cars, to the fact that aircraft have not seen overhauls for decades, to wings falling off on the fly and engines that stop right in the air. However, the Interstate Aviation Committee (IAC), the only structure in Russia whose employees have been professionally investigating air crashes over the past ten years, claims that technology has nothing to do with it either: more than 80% of accidents, like on Russian airlines, and in the CIS as a whole, are connected not with "iron", but with people who lift it into the air.
“Airplanes have been flying for about a hundred years,” says Vsevolod Ovcharov, the deputy head of the IAC department and chief specialist in the “human factor”, doctor of technical sciences, test pilot 1st class. including in Russia. We can say with confidence that we fly on fairly modern, reliable, fast and comfortable cars. But the problems of the person who sits at the helm were dealt with forty years later."
Of course, a lot has also been done in 60 years, but even today science cannot boast that the professional, psychological and physiological capabilities of the pilot have been sufficiently studied. The fact is that the pilot, unlike, for example, a taxi driver, does not just control a moving vehicle, but is the operator of a high-tech multicomponent system. In addition to the pilot himself and the most sophisticated modern aircraft equipped with an automatic piloting device, it includes a co-pilot, navigator, flight engineer, ground technicians, air traffic controllers, hydrometeorologists, radio operators. External factors can also lead to a failure of this system - unexpectedly complicated weather conditions, terrorists, unscrupulous leaders who forced the pilot to take on extra cargo. As the past year has shown, a civilian aircraft is not immune even from rocket fire, but the main cause of accidents, according to experts, is still not external influences, but problems that arise within the system itself.

people and people
Often, an accident occurs due to a disruption in the interaction between the commander and the crew. It is clear that pilots rarely conflict with flight attendants. Therefore, when speaking "commander-crew", the experts, first of all, mean the relationship between the first and second pilots. After all, they actually fly the plane together: their two helms are mechanically interconnected like pedals for the trainee and instructor, which are equipped with training cars. And the engine control levers are most often completely alone for two: they are located between the pilot's seats. Therefore, the safety of passengers ultimately depends on how well one or another couple behaves in a critical situation. The same applies to the "pilot-navigator", "pilot-flight engineer" pairs.

“A strong-willed and professional ship commander needs an obedient and executive crew,” Vsevolod Ovcharov believes. so as not to infringe on the pride of the commander by showing initiative.
Aviation psychologists can make a prediction about the psychological compatibility of pilots. But the trouble is that the system of special psychological tests, worked out even before the time of the first space flights and today is quite perfect, still cannot be introduced into civil aviation. First of all, the pilots themselves and their leaders oppose this ("How am I, a pilot with twenty years of experience, will answer the stupid questions of a twenty-year-old fool-psychologist!"). Meanwhile, it is not uncommon for pilots who have passed a psychological examination with poor results to become participants in air accidents. A timely conclusion about the personal incompatibility of the pilots would help to "seat" one or another pair of pilots and prevent trouble.
Here is a typical story. In the late 80s, a civilian An-12 took off from the strip of the Sverdlovsk airport. The commander, as expected, after takeoff began to release gas. Then it turned out that the right engines did not obey and continue to work in takeoff mode - the control system failed. The commander, having discussed the problem with the crew, decided to turn off the right engines altogether and return to the airport: the An-12 could land on the remaining two engines. The co-pilot did not take part in the discussion, and already during the landing, without notifying the commander, he decided to take the car to the second circle: he added thrust to the running engines. As a result, the plane, which at that time was a few centimeters from the ground, could neither rise nor land - it fell on the runway. Everyone survived, but the liner burned down. Aviation psychologists from the Academy of Civil Aviation found out that in this crew the co-pilot, being an informal leader, defiantly did not follow the controls when the first one was at the helm, considering it below his dignity.
The psychological incompatibility of the pilot and the flight mechanic caused the accident of the Mi-8 helicopter in Dagestan in 1990. The first pilot, experienced but lacking leadership qualities, wanted to land on a platform in the mountains. The attempt was unsuccessful: the helicopter slid down the wet grass into the gorge. It was possible to make a second call - only precise actions were required. But, when the pilot was about to start the turn, the flight engineer, inclined to leadership, suddenly shouted sharply to the pilot: "Turn around faster, ... damn it!" The pilot hesitated, missed a few seconds and lost the opportunity to turn around: the gorge narrowed. The helicopter crashed. People escaped with bruises, but since then this flight mechanic and commander have been strictly forbidden to fly together.
An example of another kind of incompatibility is the crash of the Russian An-124-100 supertruck that occurred at Turin airport in 1996. The liner during the landing approach was controlled by two pilots of the highest qualification, but with different flight specialties. The ship's commander had extensive experience in flying heavy aircraft, and his partner, a former cosmonaut, had spent his entire life flying on supersonic fighters. The commander entrusted him with planting the "heavyweight". The landing went well, but at the very last moment it seemed to the commander that they did not fit the length of the runway and that they should switch to takeoff mode and go into the second circle. While he was trying to convince the co-pilot of this, there was a shortage of time. As a result, the plane, having lost speed, did not land on runway, but to the village located behind the airfield. Four, including the crew commander, were killed. As the results of the examinations showed, any of the decisions of the pilots in this situation would be correct: they could land safely, or they could rise unhindered. If only they didn't interfere with each other.

People and devices
IAC experts classify failures along the "man-machine" line as the second group of problems. Even the most modern device can bring not benefit, but harm if its developers did not take into account the peculiarities of human perception. The most striking example of an unsuccessful design, according to the IAC, is a device that shows the pilot the position of the aircraft relative to the horizon (the pilot does not see the ground most of the time).
There are two fundamentally different types of artificial horizons - the American one, invented in 1929, and the Soviet one, created thirty years later. Naturally, "native" was originally installed on our planes. Its difference from the American one is that the pilot sees in front of him on the instrument always a fixed horizontal line of the earth's surface and the silhouette of the aircraft swaying above it: the car went into a left roll - and the silhouette on the artificial horizon rolls to the left. The plane fell to the right - the same thing happens with its silhouette. "Soviet" artificial horizons were used in our country until the American Collins fell into the hands of a high aviation official in the mid-70s. It is arranged differently - the fixed element on the screen is the silhouette of the aircraft, and the movable element is the surface of the earth (see figure). Collins was very handsome and the official liked it - the American artificial horizon was set in motion. Since then, it was the model similar to Collins that began to be equipped with Soviet, and then "esengash" civil aircraft, although this device is extremely inconvenient. If at small angles of bank the pilot easily orients himself by any of the instruments, then in a situation where the roll is large, the pilot orients himself faster by the Soviet artificial horizon.
A classic example of "deceit" Collins - a plane crash that occurred in December 1995 in the Khabarovsk Territory. Shortly before landing, the liner began to roll to the left side and, in order to balance it, the flight engineer began to perform the procedure sometimes used in such cases - to pump fuel from the tank located in the left wing to the right. Before the start of the approach descent, the flight engineer was distracted by the standard procedures in such cases. As a result, he and the pilot forgot that the fuel continues to be pumped. They realized it only when the liner, unbalanced by spilled fuel, was already in a deep right bank. “The plane could still be pulled out of the roll,” they say in the MAK, “but the commander, who had never seen such a “picture” on the artificial horizon in his life, did not understand the device and turned the yoke even more to the right. As a result, the plane entered a deep spiral, from which He wasn't destined to come out." Eight crew members and 90 passengers of the liner were killed.
A similar situation arose in Irkutsk on July 3, 2001 with the Tu-154M aircraft of the Vladivostokavia airline, on board of which there were nine crew members and 136 passengers. The aircraft was making a third turn and was in a left bank. The situation was complicated by the fact that at a speed less than recommended, the high angle of attack alarm went off, which for some time occupied the attention of the pilots. When the commander finally drew attention to the instruments, it seemed to him that the car, on the contrary, was falling to the right. The problem of psychological compatibility also played a role here: the co-pilot, as it followed from the printout of the conversations of the deceased crew, understood that it was necessary to "take" to the right, but did not show perseverance.
The western artificial horizon also bears its share of the blame for the well-known catastrophe near Mezhdurechensk, which occurred in March 1994. It is believed that the passenger Airbus A310 was then killed by a teenager, whom his father, the commander of the ship, "gave to steer." In fact, when the 13-year-old Eldar sat at the helm of the liner going under autopilot, in general, nothing catastrophic happened. The situation did not become critical even after the boy, having "overpowered" the autopilot, switched the car to manual control. The danger began to grow along with the roll to the right, into which the aircraft gradually left. And here one should think not about the boy, but about why the three pilots in the cockpit noticed what was happening only when the right bank was 95 ° and the co-pilot from the cockpit saw the ground. The right roll seemed to the commander to be left, and he sharply turned the steering wheel to the right. From the flat spin into which the plane fell, only a test pilot could bring it out.

People and professionals
According to experts, in almost all of the situations described above, a professional test pilot could have avoided a disaster. “Even on a heavy civilian aircraft, you can get out of a spiral and a flat spin,” says Viktor Aleksandrov, Honored Test Pilot of the USSR. on the same road from home to dacha. Yes, the experience is huge. Yes, the mileage has exceeded a million. But if you offer this driver to go through a snow-covered turn at a speed of 80 km / h - what result will he show? The same is true for pilots: you can at least ten thousands of hours of "sleeping" under autopilot, this will not add professionalism."
IAC experts also agree with Viktor Aleksandrov in some respects. "Test pilots are the flying elite," Ovtcharov said. In practice, pilots are reduced to training on simulators with a very small number of training sorties.Of course, they are offered a certain set of so-called special situations or flights in "extreme" modes (and even then only when retraining to a new type), but the simulator is always poorer than reality - everything that can be found in real life, you won't learn from it."
As a result, pilots are forced to engage in self-education. For example, in the late 70s, a passenger Tu-134 came in for a landing at Samara Airport. The weather was just perfect, and the pilot decided to practice the instrument approach, for which he closed the cockpit windows with special curtains. About a kilometer from the runway, it was necessary to open the curtains, but they got stuck. The pilot, instead of landing, began to fiddle with the jammed mechanism. The liner came in for landing at too high a speed, rolled over, and several passengers were killed.
International flights require special skills. For example, just three months ago, an Aeroflot Il-86 landed on its belly at Dubai Airport (UAE). Pilots were summed up by the difference in the landing patterns adopted at Russian and foreign airports. Our plane first releases the landing gear, and then the flaps, while theirs is the other way around. Accordingly, when our planes land abroad, the pilots are constantly disturbed by a roaring siren, which the pilots rudely call "bitch". It signals that the flaps have already been brought to the landing position, and the landing gear has not yet been extended. When landing in Dubai, the pilots turned off the siren in advance, which is strictly prohibited by the instructions, but is done all the time. But even this was not fatal. While the co-pilot was landing the car, the first, instead of controlling the actions of the crew, was just teaching his partner how to land at foreign airports. As a result, the flight engineer asked himself the mandatory questions before landing and answered them himself. "Airport frequency? So-and-so, tuned. Airfield pressure? So-and-so, set... Chassis? Released," he said, forgetting to actually perform the operation. There were no casualties, but the damage for the downtime of the airfield - the collapsed Il-86 was removed from the runway for many hours - amounted (according to IAC estimates) to about $ 10 million.

people and money
Finally, trying to understand what is happening with the pilots, one should not discount the social aspects - our aviation is not rich.
For example, about a year ago, during a training flight near Anadyr, the Mi-8 flight mechanic switched off both engines instead of one engine, which was stipulated by the assignment. The pilots, fortunately, managed to land the helicopter gently enough that damage was limited to a broken landing gear. When they began to deal with the flight mechanic, it turned out that he had been living in a hostel for many years, the family was hundreds of kilometers away.
This should also include overload, haste - in general, various attempts to save money. Of course, the management of a large, well-known airline will not force a pilot to take extra, let alone left-handed cargo, but in remote areas of the country, where the main carriers are small private airlines with only two or three aircraft or helicopters, this is common everywhere.

The flight recorder of the crashed plane. In fact, this is not a "black box" at all, but rather an "orange box". There are two of them on the plane: speech and parametric. The first one records the conversations of the pilots. The second one automatically reads and saves technical specifications flight. The "caskets" in which the devices are packed are not afraid of water and are able to withstand the impact when falling from high altitude. destroy flight recorders Can only be a very strong fire. The device shown in the picture was also on fire. How high the temperature was is evidenced by the molten aluminum adhering to its wall. But the film taken from this "box" turned out to be of quite acceptable quality.

For example, helicopter pilots delivering food and alcohol to the northern regions, and pilots of aircraft making "shuttle-charter" flights from China, Turkey, the United Arab Emirates, and Poland are almost always forced to take on excess cargo. Customers even hire special people who, during loading, climb into the luggage compartment of the aircraft and tamp bales of clothes with their feet - so that more can fit. In 1999, in Irkutsk, the Il-76 accelerated to take off, but its wheels never left the takeoff. When they figured it out, it turned out that there were about 20 tons of Chinese consumer goods on board, loaded in excess of the norm. A similar case was in Kamchatka: the Mi-8 spun the screw to the full, but did not rise even a centimeter. The cabin of the helicopter was filled to the brim with crates of vodka.
Helicopter pilots have such a thing as "cling to the ground", that is, to fly as low as possible. The fact is that at a low altitude, the pilot can control the flight visually without using the services of dispatchers, and therefore, his company will not have to pay an air navigation fee for control air traffic. The amount saved is quite decent - about 20% of the total cost of the flight, but the risk of getting into an accident is several times higher.
Similar reasons led to the crash of the Yak-40 at Sheremetyevo-1, in which Artem Borovik, head of the Top Secret holding, Ziya Bazhaev, head of the Alliance group, and seven other people died. The point is not only that, in order to save money, the aircraft was not treated with anti-icing liquid. VIP passengers got on board literally two minutes before the estimated departure time, and the pilots had to hurry so as not to get out of the schedule. Taking off in a hurry, they made a number of mistakes that became fatal: they calculated the take-off parameters for a car weighing two tons less than the actual one, they tore the front landing gear off the ground too early, deflected the flaps by 11 ° instead of the prescribed 20 °, took the helm too sharply on themselves, bringing the aircraft to supercritical angles of attack.
Ways to solve all these problems, in general, are obvious. The flight crew training system needs to be improved, the training base should be expanded, the professional and psychological selection of pilots should be tightened, the results of accident investigations should be listened to, etc., etc. All this is recommended every year by IAC experts in good faith. And the planes are fighting.
SERGEY DYUPIN

The pilots are not to blame. Deputy Head of the IAC Department and Chief Specialist on the "Human Factor" Vsevolod Ovcharov believes that most of the responsibility for disasters is not borne by pilots, but by officials. - All the prevention of accidents in our country is reduced to measures of a repressive nature. After each accident, "organizational conclusions" usually follow. At best, they can limit themselves to assigning another flight instructor to the pilot. Worse, if the ticket of violations is taken away from him - in this situation, the pilot will have to sit out on the ground for some time. If the accident is serious enough, a case is initiated: criminal liability is provided for violation of the rules for operating the aircraft. But even if it doesn’t come to that, the pilot can be fired, which for him, in fact, is tantamount to a sentence - it will not be easy to get a job later, but he cannot live without air! It is convenient for officials to do so. On the one hand, there is no need to spend money on a deep and comprehensive analysis of the causes of accidents. On the other hand, there is an opportunity to once again demonstrate to the pilots their power over them. “The profession of a pilot is, first of all, dangerous, risky, and only then romantic,” says Academician Vladimir Ponomarenko. “It requires constant improvement from a person ...” Our pilots are truly golden people of a special breed and do everything in their power to ensure the safety of passengers. And if an accident does occur, it is more likely the pilot's misfortune, and not his fault. Therefore, first of all, it is necessary to help pilots in resolving their social and professional problems. And then to demand something from them.

AT last days news feeds are literally full of news about tragic incidents in the American army. Of course, the Stars and Stripes have had emergencies before, as elsewhere, they happen regularly. But so many at once!

In Tennessee, as a result of the crash of an F-18 aircraft from a group aerobatics US Navy pilot killed. On the same day, an F-16 of the Thunderbirds aerobatic team crashed in Colorado: the pilot survived, ejecting in time.

At the same time, information came that three servicemen were killed and six more were missing in the area of ​​the Owl Creek training ground in Texas. The incident occurred due to the fall of an army truck into the river.

The American military has no luck outside the country either. So, in Estonia, where the large-scale exercises Baltops started the day before, the first emergency occurred even before the start of the maneuvers: one of the three American B-52s did not fly to Tallinn due to a breakdown. Fortunately, there were no casualties here.

Colossus with feet of clay

The US Army positions itself as the strongest, most powerful and invincible. According to the Global Firepower Index (Global Index of Military Power) portal, which regularly analyzes the state of military power of 126 countries of the world, the United States really ranks first in the ranking of the most militarily powerful states (Russia is in second place, China is in third) . As a rule, GFI experts evaluate the state of the armed forces, in accordance with the total population, the economic state of states, and also compare specific indicators of the technical equipment of the army and navy.

Meanwhile, this is not the first time that signals have appeared that testify to the discrepancy between these rating studies and the real situation. At the "colossus" of the American army, "clay feet" are increasingly exposed. For example, recent congressional hearings addressed the alarming situation in military aviation and concern was expressed at the increasing number of aircraft accidents.

The head of the Armed Services Committee, Congressman Mark Thornbury, was blunt: in his opinion, the troops are not ready to fully implement the US military strategy. In 2016 alone, the Marine Corps aviation recorded 3.96 accidents for every 100,000 flight hours, while earlier the average recorded over the past decade did not exceed 2.15. The number of various incidents in the aviation of the ground forces has also increased significantly.

At the same time, these incidents were far from always associated only with pilot errors. The US military notes that in a number of cases, problems arose due to poor training of equipment, an insufficient level of maintenance, and a lack of repairs and upgrades in the required amount. And this is in aviation, and what can we say about the ground forces!

James Hasik, a researcher at the Brent Scowcroft Center for International Security, in a recent article for the National Interest magazine, pointed out that due to a shortage of funds, the US army has no real plan to replace Abrams tanks, Bradley infantry fighting vehicles and Paladin self-propelled gun mounts before 2030. The analyst quoted in his publication the words of General David Bassett, who is in charge of purchasing ground weapons for the army: "years ago we were limited by technology, today we are limited by lack of money."

Money down the drain

The generals are generally not particularly diplomatic, not versed in the intricacies of politics, they tend to "cut off the shoulder." Thus, speaking not so long ago before the House of Representatives committee as part of the discussion of the new defense budget for 2017, the chairman of the US Joint Chiefs of Staff, General Joseph Dunford, frankly stated that in the coming years, they will not be able to withstand the threats that the country may have to deal with. all branches of the armed forces.

Problems with combat readiness (and the general had in mind exactly them) he explained by years of "unstable financial situation." In particular, according to Dunford, the Navy and Marine Corps will not be ready to operate at the required level until 2020, the Air Force - until 2028.

However, analysts are convinced that the state of combat readiness, and especially the training of personnel, is far from always associated only with the "infusion" of money, which American military leaders traditionally require. The defense budget of the United States already exceeds the indicators of other continents, reaching exorbitant amounts.

At the same time, as The Economist notes, countries such as Russia and China, if not superior to the United States in defense investments, then certainly win in terms of the efficiency of these expenditures. In the Russian and Chinese armies, the magazine draws attention, various weapons are being improved, and a special emphasis is placed on the training of personnel.

And yet the US military keeps repeating that the problems in their army are caused precisely by budget cuts. For example, retired Major General Robert Scales recently said that the US Army has been “beaten” for the third time since the middle of the 20th century. According to the general, cuts in military spending led to a sharp decrease in field exercises, untimely renewal military equipment, reducing combat capability. All this has a detrimental effect on the morale of the military, in connection with which Robert Scales called the leadership in Washington “ungrateful, anti-historical and strategically deaf.”

An army of suicides and rapists?

Indeed, there are many facts that testify to the other side of the problems in the state of the American army. We are talking about poor training of personnel, an extremely low level of moral readiness, indiscipline, and the dominance of crime.

Only in recent years, shooting incidents have been recorded at Lackland Air Force Base in Texas (two soldiers died here), at Little Rock Air Force Base in Arkansas (two wounded), at Fort Lee Base in Virginia (died military woman).

Three soldiers were killed and two were wounded in a firefight with each other at Fort Hood, Texas (shooter committed suicide). Two National Guardsmen were wounded in a "battle" at Millington Base in Tennessee. The fire even opened in the US Navy compound in Washington, where an officer dismissed from service for inappropriate behavior killed 12 and injured 8 people. The attacker was later shot dead by the police.

Human rights activists from Human Rights Watch recently presented a shocking report that reveals another secret side of the life of the US military, which affects the morale of the army. It turns out that in recent years, thousands of servicemen have been sexually abused.

Employees of Human Rights Watch in their report emphasized that the Pentagon is aware of the problem of violence, and US Secretary of Defense Ashton Carter even urges his subordinates to "boldly report all such incidents that undermine the foundations of the American army." However, as noted by human rights activists, those who dared to report such incidents to the command were hastily dismissed under various pretexts.

Is it possible to embrace the immensity?

However, US leader Barack Obama considers all talk of the country's decline and the weakness of its armed forces "political chatter." This is how he summed up the current rhetoric that "our enemies are getting stronger and America is getting weaker." According to the head of the United States, such statements are "the work of the Republicans who claim the presidency, who say that the United States is losing its position in the world, while its opponents are strengthening."

In his last State of the Union address to the US Congress, Obama once again declared - "The United States is the most powerful power on Earth." As for the state of the country's army, then, according to the American leader, "the United States spends more on its armed forces than the next eight powers combined." "No country attacks us or our allies because it knows it will be thrown into ruins," Barack Obama stressed in his message.

But be that as it may, the opinion of experts on the situation with the country's military power is far from being so enthusiastic. Assessing Obama's performance as the supreme commander in chief, many of them tend to give a predominantly negative assessment. In particular, according to James Carafano, a leading expert at the Heritage Foundation research center (a strategic institute engaged in the study of international politics), in recent years, the United States has not only experienced a decline in the number of personnel of the armed forces, but also a drop in combat effectiveness compared to that which was present in as of September 11, 2001.

According to an expert who cites the US military power index calculated by the Heritage Foundation, the ability of the US army to dominate at least two fronts of hostilities is currently assessed as "extremely weak."

It is the insufficient attention of the country's leadership to the issues of the real development of the army, the improvement of its technical component and, especially, the increase in the level of training of personnel, according to analysts, that ultimately leads to a sharp jump in the number of incidents and incidents.

According to experts, including the already mentioned James Carafano and retired General Robert Scales, the situation is also affected by the large-scale involvement of the US military in activities outside the country, including constant participation in hostilities. Attempts to “embrace the immensity” lead to the fact that the soap bubble called the “US Army” is increasingly deafeningly bursting, leading to unreasonable casualties and losses ...

Dmitry Sergeev

Article from the Lifexpert archive 2007-2009

July 31, 2007 I return to my homeland from neighboring countries. After 2 weeks of hard work, even an old TU-154, submitted instead of the promised Boeing 737, looks like a pleasant symbol of the upcoming vacation. Very few people fly, therefore, with more care, out of habit left after working in the remote technical diagnostics group in the early 90s years of the last century, I test passengers, the state of the airliner, the crew with special energy-information methods ...

The full moon has just passed, the holidays are in full swing, which means that the flow of people's movements is small, the liner is in good condition, the crew is sober (sorry, you have to fly a lot ...). And as soon as I was conveniently located in the places “for hippos” (at the emergency exit), the flight attendants provided us with fresh press. From the second page of the "KP" dated July 30, the wreckage of the AN-12 that crashed the day before yesterday in Domodedovo "looked" in a very timely manner. And that's exactly where we're heading!

Here are some optimistic thoughts:

1. Hello, Motherland - a country of illiterate managers!
2. The sacrifice has been made, everyone can calm down, at least for a while.
3. The school year is approaching, there is still time to write the promised articles, plus one more!
4. Lost rest, plow again ...

Thank you (really!) to a group of authors who presented the information so completely that I, as a managerial technology specialist, had no choice: “To write or not to write?” It is hard to imagine a more "educational and demonstrative" example of the need for a widespread increase in the energy-information literacy of managers and chief specialists!

So, you want to know what really happened on that fateful morning? - No problems!

Let's look at the time of the plane's departure - the area is 4 o'clock in the morning. On ships, the watch that begins at this time is called “dog” by sailors - it is so difficult at this time even for young and healthy people to be “on duty” in a sober mind and sound memory!

Now about the features of the crew. Of the seven, FIVE are at critical ages!!! (Thanks to the journalists for pointing it out!) 35, 35, 36, 49, 56 - this is almost ALL (with the exception of 42 and 45) the "ruler"! And besides, one of the 35-year-olds was supposed to have a baby, and this carrier of the “deto-nator” honestly tried to distance himself from the rest of the “explosive mixture”. Failed…

(You can learn more about the critical ages of a person in a free video lecture on our website at this link and in the article “Do everything on time”)

And what about them, on purpose, as in a well-known anecdote, they were collected on board an aircraft that had already been decommissioned in the thoughts and intentions of both the pilots and the technical staff ?!

By the way, the aircraft itself turned 43 years old, and the crisis age for “living” objects - 42 years old - did not pass with a joyful prospect of modernization and further grateful operation, but with a very realistic program of fast and ruthless recycling. “Airplanes live only in flight ...”, Yuri Antonov sang at one time. And if they live, then the laws for living objects are in force for them.

There is a common opinion among pilots that says that a plane crash is 99% the result of equipment failure, and only 1% is a human factor that “failed” to compensate for the “emergency situation” that had arisen.

About 1% - you can and should argue! I will cite those “arguments and facts” that are either publicly available and well-known, or owners, managers, and officials, voluntarily or involuntarily, turn a blind eye to them.

The plane crashed from illiteracy!

For example (everyone should know this) in the area of ​​the birthday during the week, the “energy-informational portrait” of a person changes by 20%. And in the region of "crisis ages": 21, 27, 28, 35, 36, 42, 45, 49, 54, 55, 56, 63 energy "beats" continue up to HALF A YEAR (!!!), and a person changes by 80% (!!!)

At this time, such a "mutant" is emotionally unstable, prone to depression and very suggestible! During these periods, the human brain suddenly and by reasons beyond his control may lose connection with the records of his memory and INSTANTLY LOSE PROFESSIONAL FITNESS!!! Only specialists or interested people who are familiar with this NATURAL regularity can notice signs of an upcoming or already onset force majeure and apply appropriate psychotechnics to restore working capacity and professional skills.

Let me show you the “little jokes” that equally lie in the foundation of both scientific and creative breakthroughs and catastrophic situations.

So, for living systems, there is an effect of multiplying the energy result from joint activity if like-minded people participate in this activity. This effect is used in the organization of "brainstorming" or a revolutionary increase in the efficiency of the team. This effect is called - synergistic explosion”, and in mathematical form is written as follows:

1 + 1 + 1 = 3 3 = 27

1 + 1 + 1 + 1 = 4 4 = 256

1 + 1 + 1 + 1 + 1 = 5 5 = 3125 !!!

When creating the “five”, there is a thousandfold increase in the effect of joint brain activity!
With the advent of each new like-minded person, there is an ORDER (!!!) increase in the efficiency of joint brain activity. What if it's negative? - Yes Yes! People gathered in a single team in an unstable or destructive state can form not even a “Voltron – the defender of the Universe” at all, but a miniature Hadron Collider and a zone with an anomalous course of energy processes and changing physical and chemical properties of liquids and crystalline materials.

And if Domodedovo already had a Natural anomalous zone? But she WAS THERE!!!

In the lower right corner of the same page of the newspaper there is a note that on the eve of the phenomenon in question, the WINDSHIELD of a Boeing 757, which was taking off from the same airfield, CRACKED!!! The plane is modern, but it cracked at an altitude of 10,600 meters, where there are no stones or birds.

What happens? - Yes, the brains of pilots and crew!

By the way, the cracking of stones in jewelry that has not been subjected to mechanical stress has been observed for many centuries and indicates recycling on this crystal. destructive energy-informational "message". Protection is called a talisman or a talisman of human life! That is why broken dishes are considered "fortunately." More precisely - to the termination, discharge of the accumulated destructive tension.

The same reasons cause the deformation of wedding or ordinary rings without the application of mechanical forces to them.

The same "tricks" in front of the audience and members of special commissions demonstrate "illusionists" David Copperfield and Uri Geller.

Once again I emphasize: DEFORMATION!!!

And in the case of the AN-12? - Five "brave" at a critical age - there. One of them is in a stressful state - guaranteed: a child should be born; he was forced to fly.

We started at 4 o'clock in the morning, and at this time the human brain is most susceptible to external energy-informational influences.

They loaded into the "wrecked" that was breathing its last. Doubts about the safe flow of the route, to put it mildly ... And the rotating parts in the aircraft - "up to ... and more." Here you have the influence of man on technology! Well, “I would say a word about the importance of cargo ...”

And the author of these lines knows by the nature of his professional activity how the brains of people who have not let go of energy-informational connections with those who stayed at home behave: they had to investigate the nature of “panic attacks” among passengers during takeoff and flight. And according to the results of the research, psychotechnologies such as "Gorgon Medusa" were developed, which successfully normalized the psyche of far from a dozen "significant" "personalities" for business and politics.

And besides, the probability of an aircraft flying through the "disaster zone" is great. And these zones are successfully calculated on special orders by a laboratory under the leadership of a retired captain of the first rank A.S. Buzinov (special laboratory for space forecasts of the St. Petersburg Research Institute of the Ministry of Defense, retired from there in 1999, now heads the Center for Support of Scientific Research). Do you remember the Kursk accident and the fire at the Ostankino television tower? - Confirmed by his calculations!

Well, here is another confirmation of the crisis-age cataclysms from the same newspaper.

Already on the sixth page there is a story about an FSB lieutenant general who crashed his Toyota into a Niva. The sisters suffered: a 32-year-old was crippled and a 36-year-old was killed on the spot.

The age of the lieutenant general, who, by the way, committed suicide at the scene of an accident, is not given, but it is mentioned that he served faithfully for 20 years, except for the service he was not fond of anything, and a year before the accident he was dismissed. That is, from the familiar environment of external stabilization by statutory relationships, he was released to “freedom”. And this is stress! After all, one has to “leave the battle”, learn to navigate in the environment with the organs of BODY senses, and not with the logic of an order. Somewhere around 45 he seems to have been. And 5 x 9 = 45. This is a crisis of Spiritual sociality, there must be a change in worldview guidelines.

Was the dead woman successful? - Not! A single mother (naturally, not only on this single basis!), That is, burdened with worries about the upbringing and subsistence of the child. And where could her center of consciousness have been a few seconds before the accident? - Everywhere!

How many such cases had to be investigated ... And when a driver or a pedestrian is "out of his mind", then his body becomes "invisible" to other participants traffic! The psychoenergetic phenomenon is called. The body is there, but it is noticed only at the moment of mechanical contact. Based on this natural phenomenon even developed special technology"Invisibility Cap", which has proven itself in special operations.

How old was the deceased? - 36. So, it was the 37th. And from energy-information practice it is known that if a person has incorrectly passed through a critical age, especially a multiple of 9 (), then his life becomes meaningless, since his worldview has not changed. And here the probability is very high to replenish the ranks of those about whom V.S. Vysotsky in the song "On fatal dates and figures":

“Whoever ends his life tragically, he is a true poet, And if at the exact time, then in full measure: On the number 37, one stepped under the gun, The other - climbed into the loop in Angleterre. ….. With the number 37, at the moment, hops fly off me, - And now - how cold it blew: Under this figure, Pushkin guessed a duel And Mayakovsky lay down with his temple on the muzzle.
Let's dwell on the number 37! God is insidious - He posed the question with an edge: either - or! Both Byron and Rimbaud lay down on this frontier, - And the current ones somehow slipped through.

How old was the lieutenant general, "released" from his life's work? - Yes, slightly more than "45"! So like was attracted to like!

But not only the age and time of day transfer the psycho-energetic portrait of a person into an “altered” state. The "dances" of the two most important planets for all life on Earth are making their worthy contribution.

It is necessary to consciously brush aside obvious facts in order not to see stable patterns: on the days of the new moon and full moon (by the way - about the AN-12!) the number of accidents increases sharply.

And what can we say about the influence of solar and lunar eclipses?! A solar eclipse has the strongest effect on the state of health and the psyche of people. "Amazing thing": at 4 o'clock in the morning Moscow time on the night of July 21-22, 2009, there were an unusually large number of deaths.

And the chronicle of air crashes ?!

On the eve of the solar eclipse, the Tu-154 of the Iranian-Armenian "communication line" crashed. 168 people have sunk into oblivion!

24th in Saratov region At 7:15 am, a Yak-52 sports training aircraft with two crew members crashed.

On July 24, in the Iranian city of Mashhad, while landing, an Il-62 aircraft “poked its nose”. 17 people died: cabins and crew - as never before ...

Did something really go wrong?!

Unfortunately, no information is provided about the ages and dates of birth of the persons involved in the above accidents. But…

And the second uncle for a long time was the head of a flight school in one of the cities of Soviet Ukraine. And before that, he was the personal pilot of Ho Chi Minh (the leader of the Vietnamese Resistance to the American aggressors), as eloquently evidenced by photographs of that period from the family archive.

And the navigator of this school was "once a" real colonel "", familiar to many "adult already" uncles and aunts from the song of the Vietnam War, in which there were such words:

“... My Phantom does not listen to the steering wheel! The earth is rapidly approaching... Catapult - that's salvation And on the lines on the trees I smoothly descended from the sky.
During the interrogation, only I asked: “Who is the pilot who shot me down?” And the slanting one, Who commanded the interrogation, answered: “Colonel Li-Xi-Tsing knocked you down!”

40 (!) years have passed since the "gatherings" of these "bisons". So, since then, the author of these modern lines remembers stories about some mysterious specialists who drew mysterious circles (cosmograms) and calculated tables for each of the pilots of the “sponsored” regiment. And on the basis of this activity, some pilots were sometimes told the “cryptic phrase”: “Today is not your day!” And this “instructor” did not rise into the air on alarm that day ...

And the "bison" also said that the effectiveness of their regiment was significantly higher, and the losses were much less than those of the "neighbors" who flew the same type of machines for the same tasks.

This question is far from being about full moons and new moons, as well as all kinds of eclipses that fall on the “newborn” week. The conversation is about the urgent need in the most serious way to improve the cosmo-rhythmological and energy-informational culture of both the organizers of any activity, and the specialists themselves, employed in dangerous and complex areas. “Trust in God, but don’t make a mistake yourself!” And a competent radio operator would not have boarded the AN-12. And there would be no “critical mass” capable of with your brains deform the rotating elements of the body and engines of the aircraft. And there would be no such catastrophe.

And, by the way, another example of energy-information illiteracy. Do you remember how lucky the couple was when they missed the notorious A-330 that crashed into the Atlantic in early June 2009? And a month had not passed after their miraculous salvation, how they got in a head-on accident mountain road near Munich.

The woman died on the spot, and her husband was hospitalized in critical condition.

And all you had to do was REALLY pray with gratitude for your salvation for 42 days, and not meddle in the mountains, where the lines of force of the Hartman geomagnetic grid rise vertically, enhancing, to the joy of the climbers, the metabolic processes of the body like a serious doping or stimulant!

They, however, due to the “multipolar” attention to them, heated up by the media, did not separate from the collective energy-information field of the victims of the A-330 disaster, for which they were “miraculously” late. This is indeed program "for care" to another world! And with this program in the active phase, they did not use the services of a professional driver or a group transfer. In these cases, due to the resonances between them and the brains of a professional or a large number people, their individual programs would be inhibited, and a short-term loss of orientation or even consciousness would not lead to tragic consequences!

But after all, only a person who is literate and cultured in matters of bioenergy informatics can do this. After all, there are already long-developed and well-proven technologies for distancing from circumstances leading to failures, illnesses, injuries, accidents and death! Almost every day one has to make sure that on the eve of 2012, on the eve of the quantum leap of information processes in the whole society and in Nature, it is simply deadly to remain ignorant!

After all, the most advanced technology in the hands of the "savage" is just a pile of debris, if it in time do not remove! (A blatant example is the ratio of losses of equivalently armed armies: 2000 Iraqis to ONE American!!! ...)

In conclusion, I will give a case from my own practice. Location - Pulkovo airport. Check-in for the flight St. Petersburg - Istanbul. In the queue - "shuttles". One is brand new, she worries out loud: “Did you hear that a month ago, when our plane took off, the landing gear did not retract, and they circled and circled until they ran out of fuel ?!”

A young woman standing in front reassures her: “Yes, there was nothing terrible there. The flight attendants calmed the passengers, the captain of the ship informed about everything on the broadcast. I know for sure, my brother flew there.

And the “wave” again for its own: “But a week ago, already here, in Pulkovo, the Istanbul flight had just taken off, when one of its engines failed, and the plane immediately turned around and landed!”

And the “experienced” one answered her: “Yes, and there everything went off without panic. The crew worked together. I know for sure that my brother flew this plane to Istanbul!” (And I must say that the level of energy insufficiency of this brother before this flight was simply fantastic, and he got a place in the very tail, at the very “sour” engine).

The reaction of the “wave” to the second “consolation” was good! She concentrated for a second and directly asked the “neighbor”: “And your brother is not flying on this flight today ?!”

Summary: “A miracle is a phenomenon whose nature you do not know!” And safe - not only God saves! Cosmo-rhythmology, as a very effective management science, allows a person to choose for himself the most favorable and safe periods of travel and business activity. After all, it is best to breathe air when the head is above water, not under the wave! Well, in cases where there is not enough data for the calculation, you need to learn to trust your intuition and recognize its informational messages.

After all, the 21st Century is the time of high-quality fakes and shameless "scammers"!

Truly, a person who wants to do something looks for opportunities, and a person who wants to screw up looks for excuses.

At least among “civilized carriers”, it has long been practiced to determine the car from the caravan that will receive increased attention from border guards or plunderers of transported property ...

But, as you know, rats do not know how to count and write, but they prudently leave the ship, which “for some reason” is marked with the seal of misfortune! In fact, rats simply become uncomfortable on a ship that has an energy-deficient crew or a set of passengers, or whose cargo “slows down” metabolic processes in organisms. This is how they run from sin.

A person, by his sensations in the body, by dreams and by a series of events, can determine ahead of time that his actions lead to something unkind and dangerous. And it is necessary to allow yourself the luxury, having felt something was wrong, to quickly overcome the inertia of “decency” and “predictability” in yourself and succumb to the inner call not to sit on this plane, do not stand under this balcony, don't drink from this puddles... And all this - without chemical tests and a long collection of opinions of graduates!

It is necessary to become an expert in your life and your activities to confirm once again the validity of the formula of personal responsibility for the events taking place in your life: “Save yourself and many around you will be saved!”

You need to learn what will save resources and life, and practice in success!

Love and respect Nature - your mother! And she will love you back!

Rector of the "International Institute of Social Ecology"
V.V. Gubanov