The mystery of the tragedy near Sochi has been revealed. “Unless - collective insanity Tu 154 official conclusion

Late on Wednesday evening, May 31, the Ministry of Defense announced the completion of the investigation into the TU-154 plane crash that failed to reach Syria last December. Then, let us remind you, 92 people died: artists of the Alexandrov Ensemble, Doctor Lisa, head of the Department of Culture of the Ministry of Defense Anton Gubankov, military officials. Now the culprit has been named - the deceased pilot. However, the more complete results of the investigation were made public not at the initiative of the ministry, but a day earlier. A blogger under the nickname Podpolkovnikvvs posted on LiveJournal scans of the report of the commission that investigated the causes of the tragedy. When the ministry spoke about its version and the wording coincided with the phrases from the “leak,” it became clear that what was “leaked” was not a fake. And that the ministry did not say everything it had to say.

From the report published online it follows that the accident was caused by crew fatigue. This fatigue has accumulated due to the monstrous violations in the military unit. “It’s a mess,” test pilot Magomed Tolboev briefly assessed it after reading the papers. Aircraft designer Mark Solonin checked the commission's report with a calculator and found even more interesting details.

Version one: chaos

A week ago, Defense Minister Sergei Shoigu announced in the Federation Council that the cause of the plane crash would soon be known, all that remained was to clarify the details. “There is 99% confidence that we already have a version of the causes of this disaster,” he said (quoted by RIA Novosti). “I think that in the near future we will probably receive the latest data and announce the final version.”

By this time, the conclusion of the commission investigating the crash had been ready for three weeks. It is dated May 4, 2017, on this day it was sent to the head of the flight safety service, Lieutenant General Baynetov. The paper is marked “chipboard” – “for official use”. It is unknown what “official version” Shoigu planned to “voice” and when he was going to do it, if not for the leak.

As stated in the document, the Tu-154B-2 aircraft with tail number RA-85572 took off from the Chkalovsky airfield near Moscow at twenty minutes to two on December 25. Two hours later, he made a “technical landing at the airfield in Sochi” to “refuel.” At the same time, “passengers were not boarded or disembarked, and the aircraft was not loaded.”

Having safely refueled, the plane was preparing to head for Syrian Latakia, so that the artists of the Alexandrov Ensemble would give a concert for the Russian military, and Doctor Lisa would present humanitarian aid. This was the official destination of the flight. But as soon as the plane landed on the runway, a “special situation” arose, as the report says.

The aircraft commander (PIC) suddenly began to “experience difficulties in determining his location on the airfield.” At the seventh second of the takeoff run, he “emotionally began asking the crew about the takeoff course.” Further, “conducting unspecified radio communication with the use of profanity and increasing emotional tension in the crew... led to the PIC’s failure to monitor significant take-off parameters and the distraction of crew members from performing their functional duties.”

The report details the pilot's actions during 70 seconds of flight. The navigator shouted “Wow, oh my!..”, the display showed “Danger, ground”, the plane tilted - and the inscription about this came on, all crew members “informed the PIC” about the problem, the siren howled about the dangerous approach to the ground. But the pilot took actions that the report called inadequate “changes in flight parameters.” The last words heard in the recording of the “black box” are “Commander, we are falling!” The plane crashed into the water.

“The commander made absolutely chaotic movements, without imagining the behavior of the aircraft,” test pilot and Hero of Russia Magomed Tolboev described the pilot’s actions described in the document. “He completely lost control of the plane.” He did everything at random, in the wrong direction, it was unclear what signals he was reacting to. And with every movement he made the situation worse. Apparently, no one in the crew could change anything. This is called crew inconsistency. This is a bad crew. That is, a complete loss of control on the part of the commander over both the aircraft and the crew.

This is exactly the conclusion about the causes of the crash that the commission makes: “a violation of spatial orientation (situational awareness) of the aircraft commander, which led to his erroneous actions.” The Ministry of Defense quotes this part of the conclusion, but is silent about the continuation. Among the reasons for this condition of the pilot, the commission names “excessive neuropsychic stress caused by a combination of a number of situational professional and psychological stress factors against the background of natural emotional and physiological fatigue.” And then the list is given of why Air Force Major Volkov, Lieutenant Colonel Petukhov, Captain Mamonov, Major Tregubov, Senior Lieutenant Hairdressers and Senior Sergeant Sushkov could be under the influence of stress and in a state of such fatigue.

Not all of the document was leaked online. But even in the part that was available, the list of all kinds of violations in the military unit from which the crew was recruited takes up two pages. The crew did not undergo preliminary training. No one informed the commander, Major Volkov, about the tasks for the upcoming flight. There was no training on the simulators either. And this applied not only to the last flight. “Major Volkov repeatedly carried out flights and flights without prior preparation and control of readiness for them,” the commission states and points out five similar cases. The commander's medical examination at the airfield was carried out more than two hours before departure.

Magomed Tolboev, as already mentioned, noticed that the crew was not working well together. But he couldn’t work together because he was assembled, as the report says, “from different aviation squadrons.” The navigator did not have access to international flights. And, perhaps, at the last moment he found out where he was going to fly, because “the check flight was not planned for him.” The crew was also not notified in advance about the upcoming change of route, that is, apparently, about refueling in Sochi.

All this, Magomed Tolboev agrees with the commission, became the “combination of stress factors.” As a result, this led to the fact that the plane was flown by a crew that did not work well, consisting of mortally tired people. Capable of actually losing “spatial orientation” from fatigue.

“This military unit was a complete mess,” says Tolboev. – And here everything is clear: the crew was just tired. Tired and out of control. The squadron commander, flight commander, regiment commander, base commander, and so on are responsible for organizing flights. And all these persons committed criminal negligence by allowing a tired crew to fly.

Another thing, the pilot adds, is that the pilot of the aircraft bears full responsibility for the flight itself, and if Volkov felt that he was not able to take the helm due to fatigue, he should have refused. But Volkov wore only major's shoulder straps. If he was given an order by a senior in rank, he could not refuse.

“Because of exactly these circumstances, a Polish plane died in 2010,” adds Magomed Tolboev.

Let us recall that in July 2011, the Polish Ministry of Defense announced the results of the work of the commission that investigated the crash of President Kaczynski’s Tu-154 in April 2010. It turned out that the level of training of pilots in the Polish elite special regiment “threatened the safety” of top officials. The pilots were overloaded with tasks and did not have time to rest, experienced pilots quit, the training of new ones was carried out haphazardly, there were not enough crews, they were put together from different squadrons, international flights they assigned those who did not have the necessary clearance. The commander led the crew for the first time in his life; before that he had flown as a co-pilot. Psychologically, he is accustomed not to making decisions, but to obeying. Weather in Smolensk, where he was to land the presidential plane, there were such things that several planes went to other airfields. This young commander tried to do the same. But a general of the Polish Air Force came to his cabin and conveyed an order from President Kaczynski: we are late, so you sit down in Smolensk. 96 people died, including the president himself, his wife and most of the top government.

The crash in Sochi, as described in the report of the Russian commission, repeats with frightening accuracy the crash of the Polish aircraft.

“Only the numbers that we were shown in this report do not stand up to criticism,” adds aircraft design engineer, historian, and publicist Mark Solonin.

Version two: linden

He finds the numbers regarding flight parameters even stranger. They take up one and a half pages in the document, but, he believes, they contradict each other, the existing versions of the crash, and the laws of physics. And they do not explain the main thing: why, when the plane fell into the water, the bodies of the passengers were torn into hundreds of fragments.

“I just took a pencil and a calculator and discovered a lot of interesting things,” says Solonin.

The plane collided with water, as stated in the published document, at the 73rd second from the start of movement or at the 39th after taking off from the ground. At this moment the pitch angle is minus 4 degrees.

“Pitch, to put it simply, shows whether the aircraft’s nose is up or down,” explains Solonin. – Minus four degrees is such a small pitch that from the outside it would seem to you that the plane is flying almost horizontally. That is, the plane rubbed very gently, literally tangentially, to the water surface. It doesn't look like falling, but like landing on water. Aviation knows of dozens of cases of landing on water. In many of them people remained alive. And certainly, when landing on water, the bodies did not turn into hundreds of fragments, as in this case.

The next parameter that Mark Solonin pays attention to is vertical speed (fall speed): 30 meters per second.

“This is 108 kilometers per hour,” he explains. – If a car crashes into a concrete wall at such a speed, people, of course, die, but there is no talk of “body fragments”. An exceptionally strong airplane is not the tin of a modern car, and water is not a concrete wall. In 2009, there was such a case: an AirFrance plane crashed into the ocean, the plane itself was destroyed, but the bodies of people were taken out of the water quite suitable for identification. And he entered the water with a pitch angle of 30 degrees, that is, he specifically dived. Moreover, it fell from a height of 11 kilometers and collided with water at a vertical speed of 200 kilometers per hour.

The third oddity is the point indicated in the document at which the plane collided with water: at a distance of 2760 meters from the end of the runway.

“And the entire flight, judging by the document, after taking off from the ground lasted 39 seconds,” continues Solonin. – We perform simple arithmetic operations and find that the average flight speed was 255 kilometers per hour. This doesn't seem true at all. The same document states that it took off at a speed of 300 km/h and fell into the water at a speed of 540 km/h. This means that by the time he fell, he had to fly a much greater distance and fall at a completely different point. Or the flight lasted longer than 39 seconds, the plane managed to move away from the shore, turn around and approach the shore. This trajectory was made public immediately after the disaster.

Another chain of arithmetic operations is based on data on the speed of the aircraft at different seconds of movement. And you can see: up to a certain point, the acceleration with which the plane accelerated decreased in full accordance with the laws of physics. But 10 seconds before the end, the picture in the report changes dramatically.

“Mysteriously, from the 63rd to the 73rd seconds, the speed increased sharply, and in the last 3 seconds the acceleration was simply fantastic,” continues Mark Solonin. – In order not to bore you with calculations, I will say that such an energetic rate of acceleration can be achieved by a fourth-generation fighter in an air combat configuration. The MIG-29 can accelerate like that, but the Tu-154 never can.

Soon after the crash, supposed transcripts of the “black boxes” appeared in the press, where in the last seconds of the flight a cry was heard: “Flaps!” Then the topic was discussed for a long time that the commander had mixed up and removed the flaps instead of the landing gear. But according to the numbers in the report, Solonin notes, it turns out that everything was in order with the flaps and landing gear.

“But there are a lot of photographs, and they show that the chassis is simply mechanically torn to shreds,” the engineer reminds. – That is, from the photographs it is clear that the plane met the water surface when the landing gear was extended. If you look at the numbers in the document, it is completely unclear how these destructions occurred.

If we sum up the results of the analysis of all the data, as they are presented in the report, we get, according to Solonin, a fantastic picture.

“The crew took off normally, retracted the landing gear, retracted the flaps,” he translates the language of numbers. “Then the commander went crazy, began to perform incomprehensible actions, performed them for 10 seconds, while his display was on and the alarm was howling, but he drove the plane into the water.

Although, Solonin adds, there was even such an episode in the history of aviation: in 1982, a Japanese pilot, in a fit of madness, sent the plane into the water at a speed of 240 kilometers per hour.

“There were 174 people on board,” says Solonin. – Of these, 150 people survived.

“I have a 99 percent feeling that these figures are fake,” says Solonin. – Here either a large amount of lies has been added, or a large amount of truth has been removed.

Version three: explosion

Such destruction of human bodies could be explained by an explosion, but, as is known, there was no explosion in the air.

“The reason why the plane crashed remains unclear to me,” says Mark Solonin. - But after the fall, or perhaps as a result of the fall, an explosion could have occurred. Perhaps something detonated in the same cargo compartment where only 150 kilograms of cargo allegedly lay. Something that could be lying there in addition to 150 kilograms of cargo.

Let us repeat that the plane was flying to warring Syria with artists and humanitarian aid on board. Some sources, however, mentioned some kind of “military equipment.”

“The version of the explosion after the fall is indirectly confirmed by traces of fire on some fragments and curved parts of the floor of the cargo compartment,” adds Mark Solonin. “The plane was probably already under water.” The fuselage was compressed on all sides by thousands of tons of water, which were held by the walls of the hull. Under such conditions, the effect of an explosion inside a closed volume could be especially strong, and such a force would be enough to destroy soft human bodies.

Irina Tumakova, Fontanka.ru

About the causes of the disaster. Initially, more than 15 versions of the causes of the crash were considered. Now there are two times less of them. Thanks to the decoding of the flight recorders, we can already say: there was no explosion on board. But, as experts noted, there may have been some kind of “mechanical impact.” Meanwhile, the head of the Ministry of Transport, Maxim Sokolov, said the following in his report: “It is obvious that there was freelance operation of the equipment.” However, the minister did not specify this statement until the final conclusions of the commission.

BY THE WAY

Rescuers from the Tu-154 crash site: The dead have the same injuries as the victims of the 2006 disaster

Since the day of the Tu-154 crash, rescuers have been working non-stop at the crash site in the Black Sea. They are raising from the bottom the bodies of the dead and the wreckage of the plane, on board at the time of the crash there were 92 people - crew members, artists of the ensemble named after. Alexandrova, journalists and Dr. Lisa.

Our photojournalist Vladimir Velengurin observes with his own eyes how divers work and how the search operation is progressing

Over the Black Sea, it became the 73rd airliner of this family lost as a result of aviation accidents. The total number of deaths in such incidents over 44 years reached 3,263 people. The Yuga.ru portal looked into the history of the aircraft’s operation and recalled 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 popular Soviet jet passenger aircraft.

The first flight took place on October 3, 1968. The 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 Samara Aviakor plant. A total of 1,026 vehicles were produced. 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 was a modification of the Tu-154B-2. This modification was produced from 1978 to 1986: an economy class cabin designed for 180 passengers, an improved automatic on-board control system. In 1983, RA-85572 was transferred to the USSR Air Force.

According to some Tu-154 pilots, the aircraft is too complicated for mass production. passenger airliner and requires high qualifications of 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, EU countries, due to discrepancies in the level of permissible noise, banned flights of Tu-154s not equipped with special noise-absorbing panels. And since 2006, all Tu-154 flights (except for the Tu-154M modification) in the EU were completely banned. Aircraft of this type were operated mainly in the CIS countries at that time.

In the mid-2000s, the aircraft began to be gradually withdrawn from 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 accelerating the process of decommissioning the aircraft. In 2008, the entire Tu-154 fleet was withdrawn by S7, followed by Rossiya and Aeroflot the following year. In 2011, the operation of the Tu-154 was stopped " Ural Airlines" In 2013, airliners of this type were withdrawn from service air park by UTair, the largest operator of the Tu-154 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 Alrosa Airlines, which has two Tu-154M aircraft in its fleet. According to unconfirmed reports, two Tu-154 aircraft, including the oldest model of this family, produced back in 1976, are owned by North Korean airline Air Koryo.

In February 2013, serial production of the aircraft was discontinued. The last aircraft of the family, produced at the Samara Aviakor plant, 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 plane was performing a regular passenger flight from Moscow to Prague when, while landing, it suddenly went into a rapid descent, not reaching 470 m from the runway, crashed into the ground and collapsed. 66 people out of 100 on board died. This is the first accident in the history of the Tu-154 aircraft. The Czechoslovak commission was unable to establish the causes of the incident, only suggesting that during the approach to land the airliner suddenly encountered a zone of turbulence, which led to a loss of stability. The Soviet commission came to the conclusion that the cause of the disaster was an error by the aircraft commander, who, during landing, accidentally, due to imperfections in the control system, changed the angle of the stabilizer.

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

The plane, flying on the route Almaty - Rostov-on-Don - Simferopol, crashed almost immediately after takeoff. The plane demolished two residential barracks and four residential buildings, injuring nine people on the ground. By 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, at high take-off weight, in high-altitude conditions airfield and high air temperature. The combination of these factors at a low flight altitude and with a sudden lateral roll, the correction of which briefly distracted the crew, predetermined the fatal outcome of the flight.

11/16/1981, Norilsk, 99 dead

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

12/23/1984, Krasnoyarsk, 110 dead

The airliner was supposed to carry out a passenger flight to Irkutsk when an engine failure occurred while climbing. The crew decided to return, but during landing a fire broke out, which destroyed the control systems. The car crashed to the ground 3 km before runway No. 29 and collapsed. The root cause of the disaster was the destruction of the first stage disk 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 death toll in history. Soviet aviation and Tu-154 aircraft. The airliner performing regular flight on the route Karshi - Ufa - Leningrad, 46 minutes after departure at an altitude of 11 thousand 600 m, it lost speed, fell into a flat tailspin and crashed to the ground.

According to the official conclusion, this happened due to the influence of high non-standard outside air temperature, a small margin in the angle of attack and engine thrust. The crew made a number of deviations from the requirements, lost speed - and could not cope with piloting the aircraft. Widespread unofficial version: Before departure, the crew's rest schedule was disrupted, resulting in the pilots' total waking time of almost 24 hours. And soon after the flight began, the crew fell asleep.

07.12.1995, Khabarovsk region, 98 dead

The Tu-154B-1 airliner of the Khabarovsk united air squad, flying on the route Khabarovsk - Yuzhno-Sakhalinsk - Khabarovsk - Ulan-Ude - Novosibirsk, crashed into Mount Bo-Dzhausa 274 km from Khabarovsk. The cause of the disaster was presumably asymmetrical pumping of fuel from the tanks. The ship's commander mistakenly increased the resulting right roll, and the flight became uncontrollable.

07/04/2001, Irkutsk, 145 dead

While landing at 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, turned on in altitude maintenance mode, increased the pitch angle as the speed dropped, which led to an even greater loss of speed. Having discovered a dangerous situation, the crew added a mode to the engines, tilted 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 his actions only increased it. The state commission blamed the cause of the disaster on the erroneous actions of the crew.

10/04/2001, Black Sea, 78 dead

The Siberia Airlines Tu-154M airliner was flying on the route Tel Aviv - Novosibirsk, 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 held on the Crimean peninsula. Ukrainian Defense Minister Alexander Kuzmuk apologized for the incident. Ukrainian President Leonid Kuchma acknowledged Ukraine's responsibility for the incident and dismissed the Minister of Defense.

08/24/2004, Kamensk, 46 dead

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

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

08/22/2006, Donetsk, 170 dead

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

“The lack of control over the flight speed and failure to comply with the instructions of the Flight Operations Manual (Flight Operations Manual) to prevent the aircraft from entering stall mode due to unsatisfactory interaction among the crew did not prevent the situation from becoming catastrophic.”, said the final conclusion of the Interstate Aviation Commission.

04/10/2010, Smolensk, 96 dead

Presidential airliner Tu-154M Air Force Poland was carrying out a flight on the Warsaw-Smolensk route, but when landing at the Smolensk-Severny airfield in heavy fog, the airliner collided with trees, capsized, crashed to the ground and was completely destroyed. All 96 people on board were killed, including Polish President Lech Kaczynski, his wife Maria Kaczynski, as well as well-known Polish politicians, almost all the high military command and public and religious figures. They were heading 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 systems of the aircraft were operating normally before the collision with the ground; due to fog, visibility at the airfield was below acceptable for landing, of which the crew was notified. The causes of the disaster were cited as the incorrect actions of the aircraft crew and psychological pressure on them.

Experts provided the latest information on the investigation into the causes of the crash. It was established: the flight lasted 70 seconds, the plane fell from a height of 250 meters. Representatives of the commission also explained what assistance is provided to the families of passengers and crew members.

Everything related to the plane crash, that is, all the parts and details of the aircraft necessary to analyze what happened, have already been raised to the surface. And, as representatives of the government commission stated, the main phase of the search operation has already been completed by this time.

It is premature to say what exactly happened during the flight. Representatives of the Ministry of Defense noted that the weather on the night of departure was good. Actually, dark time days is the only factor that complicates the work of the pilots. The Tu-154 crew had sufficient qualifications to perform this flight. The aircraft commander had about four thousand hours of flight time, with more than one and a half thousand hours on aircraft of this type.

Now representatives of the investigation are working on analyzing the voice and parametric recorders. Their condition is satisfactory. We can already say for sure that the flight lasted a little more than a minute. The maximum height to which the plane rose was 250 meters. At the same time, its speed was about 360 kilometers per hour. Under these conditions, the crew recorded the occurrence of a certain critical situation. Judging by the negotiations in the cockpit, everything happened very quickly.

“The radio exchange was extremely short. You can imagine that the special situation developed within 10 seconds. Everything was quite standard, but one phrase from the commander, an analysis of this phase, speaks of the beginning of a special situation, the beginning of the development of a special situation. She doesn’t tell us anything else,” said Sergei Baynetov, head of the Aviation Safety Service of the Russian Armed Forces.

It will take the investigation a week and a half to collect and decipher the data. The commission promises to present final conclusions about the causes of the disaster within 30 days. Genetic testing will take approximately the same amount of time.

“The plane was almost completely destroyed upon impact with the water surface and subsequently the bottom of the Black Sea, which, of course, complicated the search operation. The disaster area has been fully examined. During search operations, 19 bodies have been discovered and raised from the surface of the water to date. The main identification will take place through mandatory genetic testing of the remains of the bodies. To do this, with the assistance of the Ministry of Defense, our doctors have already taken the necessary biological materials from all relatives of the victims,” said Transport Minister Maxim Sokolov.

At the same time, work began to organize comprehensive assistance to relatives. Representatives of the commission are negotiating with a number of banks to support the victims. It is already known that four banks - Sberbank, Alfa-Bank, VTB24 and Otkritie - decided to write off all the debts of those killed in a plane crash over the Black Sea. As for the required compensation, these payments have already begun.

“Payments, of course, will continue in the coming days before the New Year. In agreement with the management of our largest banks, a number of branches in Moscow will work to ensure payments and new year holidays. Therefore, work here will not stop even after January 1,” said Maxim Sokolov.

In addition to compensation, the commission is ready to consider the needs of each family and provide targeted assistance to people.

“A proposal was formed to talk to each family. Look, maybe measures will be taken to provide additional employment for family members, help with placement in kindergartens, help with education and other types of social assistance,” the head said Federal service on labor and employment Vsevolod Vukolov.

Work in the Black Sea will continue as before - without interruption, even in New Year's Eve. Divers are still searching for the dead. These dives will continue until the last minute.

According to the official version of the Tu-154 crash in Sochi on December 25, 2016, an orangutan turned out to be at the controls of the plane instead of a human, and began to jerk the control sticks absurdly, which led to the tragedy.

If we draw a parallel with driving a car, it would look like this: the driver got behind the wheel, drove off, and drove into a snowdrift.

I backed out and crushed three cars nearby. Then he drove forward and crashed as hard as he could into a garbage container, which is where the trip ended.

Conclusion: either the driver was dead drunk - or something happened to the car.

But the Tu-154 recorders showed that the plane was fully operational. And it also doesn’t work to assume that the pilot began to take off in a dead state in front of other crew members, who were not suicides.

And his voice on the recorder is absolutely sober. However, the plane crashed, allegedly as a result of inexplicable actions by the crew. Or is there still an explanation - but the military leadership is desperately hiding it? Cunning journalists discovered that the plane may have been heavily overloaded - hence all the consequences. Moreover, it was reloaded not at Sochi’s Adler airport, where it made an intermediate landing, but at the Chkalovsky military airfield near Moscow, from where it took off.

The weight of excess cargo is more than 10 tons.

However, at Chkalovsky, according to documents, kerosene was poured into this Tu-1542B-2 10 tons less than a full bowl - 24 tons, as a result, the total weight of the aircraft was 99.6 tons. This exceeded the norm by only 1.6 tons - and therefore was uncritical. The pilot probably noted that the takeoff took place with an effort - but there could be many reasons for this: wind,

atmospheric pressure

And 2 seconds after lifting off the ground, the ship’s commander, Roman Volkov, pulled the steering wheel towards himself in order to increase the take-off angle. The fact is that the take-off and landing trajectories are strictly defined at each airfield: landing takes place on a flatter path, take-off - on a steeper one. This is necessary to separate the planes taking off and landing in height - without which they would constantly be in danger of colliding in the air.

But an increase in the angle of climb led to a drop in speed - the aircraft was too heavy and refused to perform this maneuver. Then the pilot, probably already realizing that he had been given some kind of pig in the form of an extra load, gave the helm away from himself in order to stop the climb and thereby gain speed.

This happened at an altitude of 200 meters - and if the plane had remained at this level, even in violation of all the rules, the tragedy might not have happened.

But Volkov piloted the car outside its permissible modes - something no one had done before him, since overloaded flights are strictly prohibited. And how the plane behaved under these conditions is difficult to imagine. In addition, it is possible that that extra cargo, being poorly secured, also disrupted the alignment of the aircraft during takeoff.

As a result, there was a slight panic in the cabin. Pilots began retracting the flaps ahead of schedule to reduce air resistance and thereby gain speed faster.

Here a dangerous approach to the water began, over which the take-off line was. The speed was already decent - 500 km/h, Volkov suddenly took the helm to raise the plane, at the same time starting a turn - apparently, he decided to return to the airfield.

Then the irreparable happened: the plane, in response to the pilot’s actions, did not go up, but crashed into the water, scattering into fragments from the collision with it...

One might also ask: how did an overloaded plane manage to get off the runway? The answer is simple: there is a so-called screen effect, which significantly increases the lifting force of the wings at a height of up to 15 meters from the ground. By the way, the concept of ekranoplanes is based on it - half-planes, half-ships, flying within this 15-meter altitude with a much larger load on board than those of equal power…

aircraft

Well, now the most important questions.

First: what kind of cargo was placed in the belly of this Tu - and by whom? It is clear that these were not light drugs from Dr. Lisa, who was on this flight, and not an armored personnel carrier:

a passenger plane does not have a wide port for entry of any equipment. This cargo was apparently heavy and compact enough to enter through the cargo hatch. And what exactly - you can guess anything here: boxes of vodka, shells, gold bars, Sobyanin tiles... And why they decided to send it not by cargo, but by passenger flight - there could also be any reasons. From sloppiness

for the failure to send combat cargo, which they decided to cover up gradually - to the most criminal schemes for the export of precious metals or other contraband.

Another question: did the pilots know about this left cargo? For sure! This is not a needle in a haystack - but a whole haystack that cannot be hidden from view.

But what exactly was there and what the true weight of it was - the pilots may not have known. This is an army, where the order of the highest rank is higher than all instructions; and most likely that order was accompanied by some other generous promise - with a hint of all sorts of intrigues in case of refusal. Under the influence of such an explosive mixture, a lot of malfeasance is committed today - when a forced person is faced with a choice: either make decent money - or be left without work and without pants. And the famous Russian, perhaps, at the same time, as they say, has not been canceled! Who ordered? There can also be a big spread here: from some

In short, in Chkalovsky the plane is overloaded, but this overload is compensated for by incomplete refueling - and in Adler the tanks are already filled to capacity. Obviously, the calculation was to fly to Syrian Khmeimim (destination) and back on our own fuel.

And the fact that the ship’s commander agreed in Adler to these 35.6 tons of fuel speaks in favor of the fact that he still did not know the real magnitude of the overload.

If he were to fly alone, he could still indulge in the dashing daring that Chkalov himself initiated in our aviation. But behind Volkov there was his own crew of 7 people, and another 84 passengers, including artists from the Alexandrov ensemble!

The fact that the Ministry of Defense in this matter is not just obfuscating, but completely hiding the truth is evidenced by such facts.

1. Shoigu’s version of “a violation of the commander’s spatial orientation (situational awareness), which led to erroneous actions with the aircraft controls” does not stand up to criticism. For any pilot, not only with 4,000 hours of flight time, like Volkov, but also with ten times less, takeoff is the simplest action that does not require any special skills. For example, landing in difficult weather conditions is a completely different matter. The crash during the landing of the same Tu-154 from the Polish delegation near Smolensk is a typical example of the lack of skill and experience of the pilot. But no one has ever crashed while taking off on a working plane. 2. The decoding of the recorders probably already in the first days after the tragedy gave the full breakdown of what happened. An analogy with the same Polish case in 2010 is appropriate here: then, already on the 5th day, the IAC (Interstate Aviation Committee) issued a comprehensive version of the incident, which was fully confirmed later. The IAC has been stubbornly silent about the Adler disaster for 6 months now.

On his website, where detailed analyzes of all flight accidents are published, there are only two on the subject of Adler’s

short messages

3. Naturally, the Minister of Defense in the very first hours, if not minutes after the disaster, found out what cargo was on board the crashed Tu. And the incredibly long search for the wreckage of the plane, which added absolutely nothing to the information from the recorders, suggests that they were looking for that same secret cargo. And not at all the truth, which was clear to the military immediately.

Well, one more question: why do the military, led by their minister, hide this truth so much? And from whom – from Putin himself or from the people?

Well, I very much doubt that they would hide her from Putin: he doesn’t look like a person who can be fooled around his finger. This means they are hiding from the people.

This means that this truth is such that it somehow terribly undermines the prestige of our military.

That is, either some lieutenant colonel, a complete idiot, loaded something into a passenger plane that should not have been on it. And then a shadow over our entire army, in which there are such idiots on horseback that they can ruin as much as the backbone of Alexandrov’s ensemble with their idiocy.

Or a colonel general, who is at the very top, is involved - and then there is also shame and disgrace: it turns out that after the change from Serdyukov to Shoigu, our army was not cleansed of general outrage?

And the very last thing. Remember, when we watched the film “Chapaev” as children, many of us shouted in the audience: “Chapay, run!” I just as spontaneously want today, when everything has practically become clear with the Adler tragedy, to shout to the pilot Volkov: “Don’t take this cargo! And if you take it, don’t fly higher than 200 meters above the sea!”

After all, if you look at the calm mind, which was not praised by the pilot caught in a storm of circumstances, he had a chance of salvation. Namely: when the plane is overloaded, do not even try to follow the instructions, which oblige you to rise to such and such a height at such and such a distance from the airfield. Violate it to hell, get a reprimand for it, even dismissal - but thereby save your life and the lives of others. That is, fly at a minimum altitude, burning off fuel, and when the weight of the plane drops in an hour and a half, begin lifting. Another thing that comes to mind again is that if you decide to return to Adler, make a turn not by a standard turn with a side roll, which is what dumped the plane into the sea, but by the so-called “pancake”. That is, with one rudder - when the plane remains in horizontal

But even this chance, which could save this plane, in the future would still be illusory and deadly. Let’s say Volkov managed to get out of the disastrous situation set by the organizers of his flight. Then next time he or his colleague would be given not 10, but 15 extra tons of some “unspecified” cargo: after all, appetites grow as their satisfaction.

And the tragedy would have happened anyway - not in this case, then in the next, if its causes remained the same.

God grant that as a result of this catastrophe, someone in our armed forces will give someone a hard time, putting an end to the outrages that led to the inevitable outcome.

 

Alexander Roslyakov