Aviation incident - what is it? Definition, signs, rules of investigation. What is an aviation incident? What to do when decompressing in the cabin

Air accident- an event related to the operation of an aircraft that occurred while passengers or crew members were on board, which resulted in damage or destruction of the aircraft and caused injury to people or did not cause bodily injury.

Aviation accidents are divided into flight and ground. A flight accident is an event related to the performance of a flight task by the crew and entailing consequences of varying severity for the people on board the aircraft (injury or death) or the aircraft itself (damage or destruction).

A ground accident is an accident that occurs before or after a flight.

Depending on the consequences for passengers, crew and aircraft, flight and ground accidents are divided into breakdowns, accidents and disasters.

Breaking- an aviation accident, which was not followed by the death of crew members and passengers, resulting in damage to the aircraft, the repair of which is possible and economically feasible.

Accident- an aviation accident that did not result in the death of crew members and passengers, but led to the complete destruction or severe damage to the aircraft, as a result of which its restoration is technically impossible and economically unreasonable.

Catastrophe- an aviation accident that resulted in the death of crew members or passengers in the event of destruction or damage to the aircraft, as well as the death of people from their injuries, which occurred within 30 days from the moment of the accident.

World statistics show that almost 50% of air crashes occur on the airfield. For example, at the airport of Havana in 1989, an IL-62M plane crashed, 125 people died, at the Sverdlovsk airport in 1990 a Yak-42 plane crashed, 122 people died.

In other cases, accidents occur in the air at various altitudes, and an aircraft in distress causes the death of not only passengers and crew, but also people on the ground. Thus, in 1994, when a TU-154 plane crashed near Irkutsk, 125 people died, of which 1 was a local resident who happened to be at the scene; in 1988, a Boeing 747 with 258 passengers on board fell from a height of 10,000 meters into residential areas of the Scottish city of Lockerbie, killing 15 local residents of the city with them.

Civil aviation accidents, which seem very frequent and dramatic compared to other transport accidents, are characterized by more modest average sanitary losses. At the same time, almost 100% deaths of the crew and passengers often occur in aviation accidents, exceptions are rare here. Usually the size of sanitary losses in these cases can reach 80-90% of the total number of people on the aircraft.

Every year, on average, up to 60 air crashes occur, of which all passengers and crew die in 35. Survivors in 40-90% may have mechanical injuries; combined and combined lesions occur in 10 and 20%, respectively, in 40-60%, traumatic brain injuries are possible, and shock develops in 10% of the victims. Almost half of the passengers and crew members of an aircraft can have severe injuries.

According to the EMERCOM of Russia, in 1996 there were 40 accidents in air transport, including 14 air crashes, in which 232 people died and 334 were injured.

Based on the above information, it can be considered that the task of providing medical care the massive number of victims in aviation accidents will not be typical. Most often it will occur in cases of ground accidents or after an emergency landing of an aircraft.

According to available data, the maximum number of victims, depending on: the type of aircraft, can be: AN-2 aircraft - 12 people, AN-24 - 47, Yak-42 - 113, TU-154 - 168, IL-86 - 324 people.

Statistics for 1981-1989 testifies that for 100 thousand hours of flight on passenger traffic the accident rate in the USSR was 0.11 cases in 1981 and, gradually decreasing, 0.03 in 1989. These figures in the USA were 0.06 and 0.04, respectively; according to the data of the International Civil Aviation Organization ICAO (without the USSR), in these years the accident rate was 0.14. The number of victims (crew-passengers) per 1 million transported over the same years, respectively, was: the USSR - 2.34 and 0.30; USA - 0.01 and 0.60; ICAO data (without the USSR) - 0.56 and 1.00 people.

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MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

FEDERAL STATE BUDGET GENERAL EDUCATIONAL INSTITUTION OF HIGHER PROFESSIONAL EDUCATION

"ULYANOVSK INSTITUTE OF CIVIL AVIATION"

in the academic discipline "Air Law"

"Aviation Accidents and Incidents"

Completed by: Vasiliev I.M.

Checked by: Boyko N.S.

Ulyanovsk 2016

INTRODUCTION

The concept of an aviation incident

Competent Investigation Authorities API

ORGANIZATION AND PROCEDURE OF INVESTIGATION OF API

Air accident investigation

Registration of API for Experimental Aircraft

Civil Armed Forces

CONCLUSION

Bibliography

INTRODUCTION

Plane crashes and incidents are phenomena that usually give rise to a wide variety of rumors, speculation and misconceptions. This is especially true for the incidents of the Soviet period, when all such cases were carefully concealed, and information on them was classified as "for official use." A fairly large number of incidents of that period are known only to a few specialists, and relatives or friends of the pilots and passengers who died in them often collect information bit by bit. According to statistics, 70-80% of flight accidents in civil aviation occur during takeoff and emergency landing near the ground (water).

The concept of an accident

Aviation accident with human casualties (catastrophe) - an aviation accident that resulted in the death or missing of any of the passengers or crew members. Catastrophes also include cases of death of any of the persons on board in the process of their emergency evacuation from the aircraft.

Aviation accident without loss of life (accident) - an aviation accident that did not result in loss of life or the loss of any of the passengers or crew members.

The above definitions are generalized. Various regulatory legal acts and other documents applied in practice establish different interpretations of the concept of an aviation accident. The applicability of these interpretations depends on the scope of the relevant act. In addition, interpretations contain a large number of terminological and legal niceties Therefore, the strict assignment of an event to the category of accidents in each case requires a detailed analysis of the context.

In the Soviet Union, the term flight accident (LP) was also used in a similar sense.

Annex 13 to the Convention on International Civil Aviation classifies the following events as aviation accidents (hereinafter, definitions from the relevant legal acts are given in a generalized and abbreviated form, only to create a general idea of ​​their features): when a person receives bodily injury with a fatal outcome or serious bodily injury as a result of being in an aircraft, collision with any part of it (including a detached one), or as a result of exposure to a jet stream;

when the aircraft sustains significant damage or is destroyed;

when an aircraft goes missing or is in an inaccessible place.

The definitions contain a number of exceptions and reservations. Do not apply to aviation accidents, in particular:

· death or injury of stowaways hiding outside the areas intended for passengers and crew;

bodily injury resulting from natural causes, inflicted on oneself or by other persons;

certain types of damage related to easily replaceable parts or assemblies of the aircraft.

The scope of the concept of “use of an aircraft” is also defined: accidents include only events that occurred from the moment when a person boarded with the intention of flying until the moment when all persons who were on board for the purpose of flying left aircraft.

Thus, it is not an aviation accident, for example, a fire that occurred during repair work.

Causes of aviation accidents

The most common cause of air crashes is the human factor. According to statistics, the reasons are distributed as follows:

Pilot errors -- 50%:

unprovoked pilot errors - 29%,

pilot errors caused by adverse weather conditions - 16%,

Pilot errors caused by equipment failures - 5%.

· Aircraft failures - 22%.

· Weather conditions -- 12%.

· Terrorism - 9%.

· Errors of ground personnel (air traffic controllers, aircraft technicians, etc.) - 7%.

· Other reasons -- 1%.

Most dangerous area flight is takeoff and landing due to low flight altitude and, as a result, lack of time to assess the problem and solve it. Incidents by flight segments are distributed as follows:

Taxiing - 3.3%

run - 17.6%

takeoff - 11.1%

Climb -- 6.5%

cruising flight - 5.2%

decrease - 3.3%

waiting and landing approach - 11.8%

Landing - 16.3%

mileage - 24.8%

aviation incident

Aircraft incident - an event associated with the use of an aircraft that took place from the moment when any person boarded with the intention of flying until the moment when all persons who were on board for the purpose of the flight left the aircraft, and caused deviations from the normal functioning of the aircraft, crew, flight control and support services, environmental influences that could affect flight safety, but did not result in an accident. Serious aviation incident - an aviation incident, the circumstances of which indicate that an aviation accident almost occurred. Signs of major aviation incidents include:

· aircraft going beyond the expected operating conditions;

the occurrence of significant harmful effects on the crew or passengers (smoke, vapors of caustic substances, toxic gases, high or low temperature, pressure, etc.);

a significant decrease in the efficiency of crew members;

Significant increase in the psycho-physiological load on the crew;

receiving serious bodily harm by any person on the aircraft;

Significant deterioration in stability and controllability, flight or strength characteristics;

· the occurrence of a real possibility of damage to the vital elements of the aircraft as a result of an explosion, fire, non-localized destruction of the engine, transmission, etc.;

Destruction or disconnection of controls;

Damage to aircraft elements that is not related to the accident.

A serious aviation incident with damage to an aircraft (Formerly - Aviation breakdown) is an aviation incident in which the restoration of an aircraft that has received damage is possible and economically feasible. Serious aviation incidents with aircraft damage do not include damage repaired by replacing units and not requiring the use of technologies that are not provided for by the maintenance manual for the maintenance of this type of aircraft.

Competent Investigation Authorities API

The Interstate Aviation Committee (IAC) was established in December 1991 on the basis of the Interstate Agreement on Civil Aviation and the Use of Airspace (Agreement), concluded by 12 newly independent states, to maintain uniform aviation rules, airworthiness standards, and a unified certification system aviation technology and its production, international categorized airfields and their equipment, independent investigation of aviation accidents, coordination of civil aviation development issues and harmonization of national programs for the development of organization systems air traffic.

The IAC is intended to serve the achievement of the goals of the safe and orderly development of civil aviation and the efficient use of the airspace of the member states of the Agreement.

The IAC operates on the basis of and in full compliance with international law and the national laws of the member states of the Agreement, having from them the powers delegated in accordance with the decrees of the Presidents, resolutions of the Governments and other legislative acts.

In accordance with the provisions of the Chicago Convention on International Civil Aviation and the Procedures of the International Civil Aviation Organization (ICAO), the Agreement and the Regulations on the IAC were registered by ICAO in July 1992, and the IAC is included in the List of Intergovernmental Organizations.

IAC signed cooperation agreements with many foreign states and international organizations - ICAO, EASA, IATA, IFALPA, IPA CIS, EurAsEC, etc. International agreements prepared by IAC in the field of airworthiness, flight safety and investigation of aviation accidents were signed with many leading aviation states .

IAC is a member of the International Association of Independent Transport Investigators (ITSA).

The headquarters of the IAC is located in Moscow, where its activities are ensured in accordance with the Law ratified by the Federal Assembly of the Russian Federation and the Air Code.

The Federal Aviation Service of Russia performs special (executive, control, licensing, regulatory) functions in civil aviation and air traffic management. The regulation on it was adopted on August 13, 1996 by the Government of the Russian Federation as a federal executive body, part of the system headed by the Ministry of Transport of the Russian Federation. At the same time, Rosmorflot, Rosrechflot and the Federal Aviation and Road Service received the same status.

The Decree of the Government "Issues of the FAS Russia" N583 of May 14, 1996 established the maximum number of the central office of the FAS - 457 units and territorial bodies - 1744 units. The service is allowed to have 7 deputies, including 2 first deputies, a collegium of 15 people and the Air Traffic Management Department. The Air Traffic Control Commission (Rosaeronavigatsia) was transferred to the FAS.

By the end of 1996, the remaining transport departments were returned to the Ministry of Transport, and the aviation service remained in an independent status.

Organization and procedure for the investigation of the API

Air accident investigation with aircraft of the Russian Federation and aircraft of foreign states on the territory of the Russian Federation organizes and conducts the IAC with the participation of the Federal Antimonopoly Service of Russia, the Ministry of Economy of Russia and other interested federal executive authorities and organizations of the Russian Federation. In accordance with this, the IAC forms and appoints an accident investigation commission.

If additional research is not required during the investigation of an aviation accident, the investigation period should not exceed 30 days. The term of the investigation is extended at the request of the chairman of the commission.

ACCIDENT INVESTIGATION

The Commission conducts an investigation of the accident with the involvement of the necessary specialists, guided by Air Code of the Russian Federation, decrees of the President and resolutions of the Government of the Russian Federation, these Rules and other acts of the air legislation of the Russian Federation regulating activities in the field of civil aviation and the use of airspace.

The Air Accident Investigation Commission has the status of a state commission. In the event that representatives of the aviation personnel of the civil aviation of the Russian Federation are involved in an aviation accident with a state or experimental aircraft, as well as in the event that aviation personnel of state or experimental aviation are involved in an aviation accident with a civil aircraft, the composition of the participants in the investigation is agreed with the interested parties, while the chairman of the commission on the investigation and its composition are appointed by the authority for the investigation of the type of aviation to which the aircraft involved in the accident belongs.

Aviation Incident Investigation

The investigation of aviation incidents with aircraft of the Russian Federation and aircraft of foreign states on the territory of the Russian Federation is organized and conducted by the Federal Antimonopoly Service of Russia and its regional bodies with the participation of interested federal executive authorities and organizations of the Russian Federation. In accordance with this, the FAS Russia forms and appoints a commission to investigate the aviation incident.

The total period of investigation of an aviation incident should not exceed 10 days, unless additional research is required. Extension of the investigation period is allowed with the permission of the FAS Russia at the request of the chairman of the commission.

Federal executive authorities, executive authorities of the constituent entities of the Russian Federation, local governments, command of military units, legal entities regardless of their organizational and legal forms and forms of ownership, they are obliged to provide all possible assistance to the commission for the investigation of an aviation incident, including allocating the necessary forces and means to the commission, taking measures to ensure the protection of the scene of an aviation incident, ensuring transportation and carrying out the necessary work and research of aviation technology in the interests of investigating an aviation incident.

Accounting for API and experimental aircraft

Aviation accidents with experimental aircraft of the Russian Federation are subject to mandatory registration. Aviation accidents are recorded in the Ministry of Industry and Trade of the Russian Federation and in experimental aviation organizations in the aircraft accident register (Aircraft accident register is a document of permanent storage).

Based on the recommendations of the investigation commission, experimental aviation organizations develop measures based on the results of the accident investigation. The official basis for the development of these measures is the approved act of investigation of an accident with applications (investigation file). When developing these measures, all identified deviations in the functioning of the aviation system are taken into account, including those that did not directly affect the occurrence and development of an emergency situation in a given flight, but pose a threat to flight safety.

The action plans developed as a result of the investigation of an aviation accident are agreed with the organizations - executors and co-executors of the work and submitted to the Ministry of Industry and Trade of the Russian Federation. In the case when individual measures are required, orders or other administrative documents on these issues are issued. For the development of action plans or other documents for the implementation of the recommendations of the investigation commission, a period of up to 10 days is established. The term is calculated from the moment the person responsible for organizing the development of events receives all the materials of the commission. In some cases, operational measures on the recommendations of the commission are developed and implemented before the completion of the investigation of the accident and the approval of the act of investigation of the accident.

The Ministry of Industry and Trade of the Russian Federation exercises control over the implementation of measures developed as a result of the investigation of an aviation accident.

The Ministry of Industry and Trade of the Russian Federation conducts a quarterly analysis of aviation accidents, the results of the implementation of measures developed as a result of the investigation of an aviation accident. The Ministry of Industry and Trade of the Russian Federation sends analysis materials with recommendations for improving flight safety to all experimental aviation organizations.

aviation accident civil investigation

Civil Armed Forces

Each aviation accident involving a civil aircraft of the Russian Federation is subject to mandatory registration. Accounting for aviation accidents is carried out in the civil aviation organization that owns the aircraft and on whose territory the accident occurred, in the regional departments of civil aviation and relevant departments of other ministries and departments, the Federal Antimonopoly Service of Russia, the IAC and the Ministry of Economy of Russia. The accounting procedure is determined by departmental instructions.

The Federal Antimonopoly Service of Russia, the IAC and the Ministry of Economy of Russia periodically exchange information on aviation accidents within the agreed time frame.

The accident investigation committee develops recommendations for improving flight safety based on the analysis of information obtained during the investigation. When developing recommendations, all identified deviations in the functioning of the aviation transport system, including those that did not have a direct impact on the occurrence and development of a special situation in this flight, but pose a threat to flight safety.

Measures based on the results of the investigation of aviation accidents are developed on the basis of the recommendations of the investigation commissions. The official basis for the development of activities is the approved Final Report with annexes. For the development of action plans (or other administrative documents) for the implementation of the recommendations of the commissions for the investigation of aviation accidents, the following deadlines are established:

30 days for interdepartmental plans;

20 days for departmental plans and other administrative documents.

When drawing up an action plan (or other regulatory document), all recommendations of the commission must be considered and either accepted or reasonably rejected, about which the body responsible for developing measures informs the body that ordered the investigation of the accident within a period of not more than 10 days from the date of approval plan. If there is disagreement about the advisability or ways of implementing any of the commission's recommendations, this issue is included in the action plan for additional elaboration.

Similar records are kept by the Ministry of Economy of Russia, Design Bureau - developers of aviation equipment and structural divisions of the Federal Antimonopoly Service of Russia in the part that concerns them.

The procedure for the development, coordination, approval of measures, their accounting, financing and control over implementation, as well as bringing them to the implementing organizations and co-executors and the body that ordered the investigation, is determined by the interdepartmental instruction.

CONCLUSION

The costs of accident prevention are not easily compared to the benefits derived from such activities, since it is impossible to know which accidents did not occur due to the measures taken to prevent them. However, such measures often lead to an increase in the efficiency of the enterprise, since they are aimed at eliminating errors and shortcomings at all levels and in various areas. The need to create and maintain accident prevention programs that complement the traditional regulatory activities in the field of aviation safety can be justified by the following considerations:

1) aviation accidents continue to occur despite the existence and implementation of numerous rules and regulations for the safe operation of civil aviation;

2) persons involved in the incident, as a rule, are reluctant to report information about the mistakes and violations made to the authorities conducting the investigation. Such information can be decisive for the final understanding of the circumstances of the incident and, therefore, for the development of preventive measures;

3) investigative organizations sometimes hide shortcomings in the work of the state bodies themselves regulation activities of the GA, which, in turn, can give rise to:

· conflicts of interest;

a crisis of confidence;

· Opportunities for intervention in the provision of information in the field of safety activities.

BIBLIOGRAPHY

1. international organization Civil Aviation, Annex 13 to the Convention on International Civil Aviation: Air Accident and Incident Investigation // ed.10, 2010, p.76

2. Selyakov LL Condition with accident rate - some statistical data published in print on 31.01.90 // Man, environment, machine. - JSC ASTC im. A.N. Tupolev. - 1998. - 134 p.

3. Decree of the Government of the Russian Federation of April 4, 2000 N 303 (as amended on June 30, 2010) "On Approval of the Rules for the Investigation of Aviation Accidents and Incidents with Experimental Aircraft in the Russian Federation".

http://www.consultant.ru/document/cons_doc_LAW_26859/

4. Decree of the Government of the Russian Federation of 18.06.1998 N 609 (as amended on 07.12.2011) "On Approval of the Rules for the Investigation of Aviation Accidents and Incidents with Civil Aircraft in the Russian Federation".

http://www.consultant.ru/document/cons_doc_LAW_43232/

5. Federal Law "On State Regulation of Aviation Development" (10-FZ dated January 8, 1998) - http://base.garant.ru/175962/

6. Decree of June 18, 1998 N 609 on the approval of the rules for investigating aviation accidents and incidents with aircraft in the Russian Federation (as amended by Decree of the Government of the Russian Federation of November 19, 2008 N 854) - http://www.consultant.ru/document /cons_doc_LAW_81846/

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The general state of the problem. The main causes of aviation accidents are people, aviation equipment and the environment.

The process of operation of aviation equipment is directly related to the interaction of the aircraft with the external environment. From the entire spectrum of the impact on the aircraft of the external environment, it is necessary to single out those meteorological phenomena, under the influence of which the occurrence of an accident is possible. They are called hazardous meteorological phenomena (HMEs), which include severe atmospheric turbulence, wind shear (SH), aircraft icing, thunderstorms, electrical discharges, heavy rainfall, snow, fog, and the presence of foreign objects in the atmosphere (birds, probes, etc.) .

Hazardous meteorological phenomena affect the flight of an aircraft in different ways. In particular, atmospheric turbulence, wind shear and wake change the forces and moments acting on the aircraft and cause its perturbed motion. A collision with a bird or a lightning strike may result in local damage to the structure of the aircraft or its components. Phenomena such as fog and low cloudiness make it difficult for the crew to navigate, land and other aircraft control-related functions, which provokes its possible erroneous actions.

According to ICAO, out of the total number of accidents related to meteorological conditions. 62% are caused by poor visibility, 11% by thunderstorms, 11% by heavy turbulence, 7% by icing, and 9% by other causes. Among other reasons, one of the first places is occupied by cases of aircraft collisions with birds. According to the US Federal Aviation Administration (FAA), for the period from 2006 to 2011. 16,949 cases of aircraft collisions with birds were recorded.

In order to identify the real influence of the external environment on the BP, a statistical analysis of the AP was performed based on the materials of the ICAO, FAA, the US National Transportation Safety Board (NTSB), the BP Inspection Bulletin of Ukraviatrans.

The results of the analysis of the dependence of AP on meteorological conditions show that a significant number of catastrophes and serious accidents occur at the stages of takeoff, approach and landing of aircraft. The main danger is limited visibility associated with low cloud heights, fogs, snowfalls and sharp wind shifts, as well as icing of the aircraft and its engines. When performing an en-route flight, the most probable accidents are those associated with the aircraft getting into a thunderstorm, which is accompanied by hail, significant convective turbulence, intense rain and lightning.

An analysis of the APs described in the literature that took place during turbulence at heights shows that in most cases they manifested themselves during thunderstorms or in their immediate vicinity. If these cases are excluded, then in its pure form, severe clear-air turbulence (CAS) is a relatively rare phenomenon. At the same time, it is recognized as dangerous for aviation, mainly due to the unexpected impact on the aircraft. Therefore, from the numerous HMAs that affect the safety of aircraft flights, we will consider the nature of thunderstorm formations, CATs and wind shear zones, and then we will briefly describe the methods and means for detecting and protecting aircraft from the influence of these hazardous natural phenomena.

Thunderstorms and electrical discharges. The FAA Technical Center performed a statistical analysis of 800 reports of lightning strikes on aircraft. The use of a computer base made it possible to group them according to certain criteria.

Types of aircraft flight modes reported by flight crews, and weather compared as a percentage of the total number of lightning strikes. Among them is the height

flight, temperature, month of the year in which the lightning strike took place, type of precipitation, degree of atmospheric turbulence, electrical state before and after the lightning strike, flight modes. Histograms are calculated, representing information on the frequency of lightning strikes in the aircraft, depending on the conditions.

On the histogram characterizing the influence of the season on the distribution of lightning strikes in the aircraft, it is shown that the largest number cases occurs in the spring (March, April, May). This conclusion contradicts the previously prevailing view that most cases occur in the summer.

A significant number of strikes is also characteristic of the winter months (December, January), when the conditions for thunderstorms do not occur so often. Some of the lightning strikes occurred when the aircraft was flying through the snow, which is explained by the strong electrification of the atmosphere during a snowstorm. One reason for the frequent occurrence of lightning strikes during the winter months may be that such situations are more difficult to avoid, since the occurrence of lightning during blizzards is more difficult to determine than during summer thunderstorms. It is relatively easy for the crew to identify and avoid a summer thunderstorm associated with the presence of cumulonimbus clouds containing heavy rainfall and rising to high altitudes. Winter blizzards are often associated with rain stratus clouds that spread over large areas and do not have strong rain cores that are easily fixed by meteorological radars.

Data have been confirmed that most lightning discharges occur at temperatures close to the freezing point of water, i.e. from +5 to -5 °C.

More than 85% of lightning strikes in the aircraft occur in the temperature range from -6 to +20 °C.

The flight altitude affects the number of lightning strikes. According to the data, 36% of aircraft were struck at altitudes below 3000 m, and 87% at aircraft flight altitudes up to 4900 m. The fact that most lightning strikes occur at aircraft flight altitudes up to 4900 m does not indicate a rare occurrence of lightning at great heights. It is known that thunderclouds can extend to a height of 20,000 m, and lightning discharges occur throughout their volume.

The distribution of lightning strikes depending on the flight altitude also affects their distribution by flight stages. As can be seen from the histogram, most lightning strikes in the aircraft occur during climb (37%) and landing approach (21%).

The results of the AP analysis and special studies show that the actual probability of a lightning strike in an aircraft in active thunderclouds is 102, i.e., lightning strikes an aircraft on average once per hundred flights in a thundercloud.

Wind shear. For a detailed statistical analysis of accidents caused by SW, the materials of NTSB investigations were used, according to which in the US airspace for 1985 2005. 185 aviation accidents occurred, in which 257 people died. The most dangerous flight phases from the point of view of the SW influence are the descent, approach and landing of the aircraft.

A large number of accidents at the stages of descent and landing is due to the low flight speeds of the aircraft at these stages and their transience.

The number of accidents is also influenced by the absolute wind speed in SW conditions, and light aircraft are more affected than heavy ones. As can be seen from the figure, heavy aircraft account for 16 accidents, light aircraft - 169. In addition, the most unfavorable wind speed for accidents is 5.10 m/s.

According to ICAO, low-level landings are responsible for 20% of normally functioning aircraft overrunning the runway edge and more than 10% of landings to the edge.

The given examples illustrate the danger of the SW phenomenon and confirm the relevance of ensuring flight safety in these conditions.

Aircraft icing. The most severe accident due to aircraft icing was the ATP-72 crash (October 31, 1994 near Roselaun, Indiana, USA) with the death of 68 people. This catastrophe has become an occasion for a number of new scientific works. One of them performed a detailed analysis of 149 incidents, including 65 accidents with total number dead 1095 people. (1946-1996) caused by icing, according to the World Aviation Safety Foundation.

The largest number of victims (256 people) took place in the crash of a DC-8 aircraft on takeoff at the airport in Gander (Canada, December 12, 1985). In the Russian Federation, icing caused the crash of a Yak-40 aircraft at Sheremetyevo Airport on March 9, 2000.

The high percentage of accidents (43.6%) indicates that icing is a very dangerous factor in aviation accidents.

The number of accidents caused by icing is affected by the time of year, the stage of flight, as well as the weight of the aircraft.

The largest number similar cases occurs in December and January - 23.5% each, approximately 15% each - in February and March. Icing incidents occurred in May, July and August en route. In the last accident without loss of life with a BAE aircraft (Iowa, USA, May 26, 1996), while flying along the route in icing conditions, all four engines failed and the aircraft performed emergency landing with only one running engine.

As a result of the analysis of the circumstances of the accident, the flight stages were determined, at which signs of icing began. For example, the accident occurred during the initial climb, but the icing occurred on the ground before takeoff. In this case, the stage of occurrence of the incident is the initial climb, and the stage of the onset of icing is the ground stage. Of the ten most severe accidents caused by icing, 5 accidents (50%) occurred in conditions of initial icing of the aircraft on the ground.

Most of the accidents due to icing in flight are inherent in the aircraft, the maximum takeoff weight which does not exceed 50 tons. Thus, aircraft icing in flight significantly affects the flight characteristics of relatively small aircraft. The onset of icing on the ground led to an accident with large takeoff masses (two crashes of DC-8 aircraft with a takeoff mass of 160 tons).

The initial icing of the aircraft on the ground is the cause of the accident at the takeoff stage and all climb stages, which is based on the human factor, i.e. errors in the actions of the pilot who does not follow the regulatory documents, as well as the low level of his training.

Expert assessments of meteorological phenomena by pilots. It is interesting to compare statistical data on the impact of specific meteorological phenomena on flight safety with pilots' expert assessments. Such estimates were obtained after processing the data of a special survey of the flight crew. Regardless of the length of service and the functions performed in the crew, the interviewed experts unanimously recognize lightning as the most dangerous meteorological phenomenon. They put hail in second place, and turbulence in third. Turbulence is defined as the most frequent meteorological phenomenon.

According to the generalized opinion of experts, meteorological phenomena at different stages of flight are ranked according to their degree of danger. It should be borne in mind that in this list, wind shear during takeoff and landing was included in the concept of turbulence. At the stages of climbing and, in particular, the flight along the route, lightning and hail are recognized by pilots as the most dangerous - 65.4% and 74.4%, respectively. At the stages of takeoff and landing, assessments of the degree of danger of meteorological phenomena are distributed relatively evenly over all their sources.

It is also important to evaluate how often these or other meteorological phenomena occur in the practice of aircraft navigation. The sequence of meteorological events obtained by averaging the places assigned to them by pilots in the classification of GMOs according to the frequency of encounters with them looks like this: turbulence, thunderstorm, strong wind, icing, SW, heavy downpour, lightning, hail. More than 80% of the pilots surveyed indicated that turbulence, thunderstorms and strong winds most often affect the flight.

According to the flight stages, these phenomena can be presented in the following sequence:

on takeoff - turbulence, hail, lightning, heavy rain, wind, others;

during climb - hail, lightning, turbulence, heavy rain, wind, others;

along the route - lightning, hail, turbulence, downpour, others, wind;

during descent - hail, lightning, turbulence, downpour, others, wind;

during landing - turbulence, downpour, hail, lightning, wind, others.

Statistical data show that of the listed greatest influence flight safety is affected by icing, wind disturbances, and atmospheric electrical discharges.

Society, Mar 20, 03:54

Society, Feb 20, 4:47 pm

Society, 25 Sep 2018, 17:36

Society, 04 Sep 2018, 07:17

Society, 15 Mar 2018, 10:54

In the USSR, the use of the term "air accident" in official documents and printed publications was not allowed. If there were events of this kind, then for a wide audience they were hushed up or interpreted as "flight accidents." about one of them and will be discussed. A story from a member's mouth.

On February 9, 1976, Aleksey Makaveev, an employee of the UKS of the Irkutsk airport, who was in charge of supply issues, was on a TU-104 flight on a business trip to glorious city Leningrad. The supplier willingly dangled to all parts of the Union, "knocking out" the limits and funds released by the Gossnab. So this time, he was already comfortably seated in the right lane of the first salon, when a passenger on the left side asked him to change places. For long hours of flight, he wanted to keep company with his comrades for three, and on the right row, as if specially for them, three chairs stood one to one, while on the left there were only two. Alexei agreed, why not meet his friends, friends, let them communicate for pleasure.

Having settled down at the porthole, Alexei fastened his belts and mechanically glanced at his watch. The arrows pointed to eight in the morning. The motors have already begun prelaunch acceleration. The flight attendant, slender and pretty, beaming with a dazzling smile, carried candies, with the help of which passengers equalized pressure drops during takeoff, relieving ear pain. The roar of the engines reached maximum decibels, the plane trembled and, picking up speed, rushed along runway. A short run, acceleration and passengers felt the moment of liftoff from the ground. Takeoff and a sharp turn to the right. Perhaps too steep, although each pilot takes the plane to the desired route with his maneuvers.

On that flight, the plane took up to a hundred passengers, five of them were put on without seats, two were placed in the toilet, there was nowhere else. When climbing to thirty or forty meters, the plane began to lose it, took an uncontrollable right roll and, after seven seconds of flight, the wing caught on the ground. In addition, there was a threat of a collision with a landing TU-154 aircraft of a Korean airline.

Finding himself in danger, the commander of the "Korean" pilot Kravchenko gave the engine the "take off" mode, accelerated sharply and jumped out of the collision zone, although he received from the wreckage emergency aircraft dents and damage on the starboard side. Let's take into account that the first civil aviation jet aircraft TU-104 turned out to be an unreliable design; heavy, unstable in flight, poorly controlled, and five years later it was discontinued. Thirty-seven accidents were recorded with his participation, this is the worst figure among all Soviet passenger aircraft. One of the thirty-seven fell on that winter morning.

Then they flew for a short time. Ninety meters later, the plane hit the ground with its nose and immediately on concrete blocks of fences, which caused the left wing console, one and a half meters in size, to fly forward sixty meters. Passengers who had fallen asleep before takeoff began to wake up. Nevertheless, the flight continued, now over the descending terrain, until, at a distance of three hundred and twenty meters from the place of the first touch, the final hard landing". The fuselage split into three parts. The greatest destruction fell on the cabin and the middle part of the hull. Can you imagine what was going on inside?

The internal equipment at once turned into a pile of debris and mangled structures, and this mess, mixed with human bodies and luggage, rushed into the front of the aircraft, sweeping away everything in its path. Even before the crash, the lights went out on the plane. Flight mechanic N. Konshin managed to turn off the fuel system to avoid an explosion and fire. For the crew and many passengers, the delights of flying travel were instantly fatal. They didn't even get scared. The rest stared in the darkness with dazed eyes, trying to understand what kind of hell was absorbing them. And the passengers were carried along the conveyor to tartarara, someone was thrown through the resulting fault onto a snowy field, where the back of the fuselage rolled over from above and crushed everything that had not yet been crushed.

Makaveev, who was in the first cabin, was not carried far away. From a terrible blow, he simply lost consciousness and woke up from the cold when it began to get light overboard. It froze the leg, from which, in a collision with the force of inertia, a Finnish-made boot, tightly fastened with a zipper, was torn off. The other leg remained in the boot, but was pressed down with something. Do not release, do not turn, no strength. Out of the corner of my eye I saw that the brand new suit was torn to shreds. Aleksey was a dapper, slim guy with a military bearing, and he loved the fashionable clothes available to airport workers. So it's an accident. The main thing is that he is alive, but he will still get clothes. It is strange that there is almost no pain, just someone else's body.

Great inconvenience was caused by the man lying on it, who, before the crash, occupied the adjacent seat in the chair under the letter "B". The man groaned heavily, warm blood from his face and neck flooded Makaveev's mouth, flowed under the collar, accumulating under his back, thick, sticky and odorous. It was disgusting, nausea approached the throat, the chest was tightened with a hoop, each breath was given with difficulty. Don't move.

Alexei with difficulty turned his head to the side, towards the light, and the neighbor's head fell more tightly, cheek to cheek. He was still moaning, breathing hoarsely, unevenly, and with some kind of gurgling, either in his throat or in his chest. Then everything calmed down, no groans, no wheezing and gurgling. Numb leg. The man froze, motionless and heavy. Not a resident. Together with him, Makaveev again forgot himself in insensibility.

Rescue work began quickly. The plane crashed near the airport in front of the attendants, just a few hundred meters from the fence of the runway. Equipment, ambulances arrived, airport workers and rescuers came running. At first they carried out living and half-dead people. A man was dragged off Makaveev, and he became freer. When he woke up again, there was no neighbor, just as there were no rescuers. They dragged away the wrong one, instead of the living - the dead. It remained to wait.

Alexey greedily inhaled Fresh air trying to make sense of what happened. He still did not feel pain, only complete helplessness fettered his body, and a foggy consciousness fixed the situation. Fall on takeoff. A happy coincidence that saved his life. This is a passenger who moved to his comrades, vacated his chair, which turned out to be in a zone of relative safety. Here she is, the inseparable holy trinity, lying lifeless on the right. All together, as desired. Barely reaching out, he wiped off lumps of caked blood, someone else's or his own, from his jaw. When will they come for him? It was necessary to gather strength, to call someone, it seems that only those who belong in the morgue remained around. Got cold. Winter was strong.

Squinting his head, he tried to follow the situation on the field through the rift. Passed rare people, and not close. The main actions of the rescuers deployed from the opposite side, heeled to the ground. But then the first sign flashed, Major Kayuta, a workmate, walked busily, there was at least some hope for release. He walked and disappeared as if he had never been. And do not call, and do not make a weak sound. Complete impotence. There is some kind of interference in the mouth, it does not spit, something soft rolls on the teeth and it is not clear what is stuck there. Thick saliva mixed with blood and sweetness from melted candy. Nauseous. The body seemed to be beaten off with sticks from all sides. Chop cutlet.

Overcoming himself, he unfastened the belt attached to the remains of the chair. Everything around was ground and mixed, but what strong belts turned out to be, completely intact; sometimes they save. Saved him, Alexei. First, at the cost of his life, he saved the relocated passenger, then the belts, and even without God it could not have done. The tail section is pulled up like a slide. There, the seats are intact, but empty, which means that the passengers were removed and taken out. Or taken out.

He reached out to the break and looked down, under the bottom of the plane. Sweets are scattered like a fan on the snow, those that the conductor Galina Ushakova carried, as she introduced herself to the passengers. There were scattered boots, boots and children's shoes. The evil spirit tore them off their feet and threw them indiscriminately, wherever they hit. In the snow lay a virtually naked man in the pose of a sprinter taking the baton. Low seat, wide stride, hand turned behind the back, and head unnaturally turned back. How did he get naked? Enough, I've looked. We must wait and be ready for the appearance of people, if they appear.

Suddenly, a tall shadow loomed, moving towards him, Alexei. Human! I had to draw attention to myself, otherwise it would disappear like a cabin. But how? There was no strength to call or raise a hand, they were enough to bend it at the elbow and wave the raised hand resting on the elbow, giving a silent distress signal. Like a bobblehead. Noticed! The man, according to Russian custom, remembered someone's mother, which sounded in the ears of the defeated passenger as the most tender and desired melody in life. "Another one is alive!" - the man shouted to someone in addition to the mentioned mother, and the hand fell. Consciousness, which had become unnecessary, again left Alexei.

I woke up from the shaking of an ambulance driving along the snowy impassability. The wounded were transported to city clinics. At that time, Major Kayuta reported to his colleagues that Makaveev was carried out of the plane lifeless, with fractures of the skull, without a pulse and blood in his throat. And everything was correctly retold by the major, but life has not yet left the supplier, who was sent to the glorious city of Leningrad. Despite everything, he lived for a long time and continues to live, until he set out a memorable story that has become public today.

However, for the first time the history of the long-standing "flight incident" was published thirty years after the disaster by journalist Leonid Mukhin in the Irkutsk newspaper "Kopeyka". There was such a newspaper. It's time to turn to excerpts from that article. On that February day, the whole of Irkutsk was agitated. In public places, on transport and in courtyards, there is only talk about a plane crash. There were rumors of survivors, no more than seventy people. According to the same rumors, some daredevils, after experiencing the horror, flew away from Irkutsk on the next flight. They needed. And ambulances rushed through the streets to the roar of sirens, one of them, rushing for the wounded to the airport, crashed into a truck at the intersection of Sovetskaya and Krasnoyarskaya streets. I also had to bring an ambulance to help.
Makaveev even managed to lie in the same neurosurgery ward of the Kirov hospital with the doctor who was injured in that accident. There they exchanged experience of the crash, air and ground. But even after decades there was no official information about the tragic event, as if it never happened. The journalist had to look for eyewitnesses.

Two bosom friends, third-year students of the Irkutsk Institute of Foreign Languages, Galya, a black-eyed melancholy beauty from Ulan-Ude, and Lena, an energetic and cheerful Angara woman, flew on that fateful flight after the session for the winter holidays to enjoy cultural life northern capital. At the institute, they, so dissimilar in character, came together "like ice and fire" until the catastrophe separated the friends. Lena's mother, who worked in a store, got plane tickets out of a great pull, without which the builders of "developed socialism" could not do. Galya was thrown out of her chair, and she died in an instant. Lena remained alive, although a broken bone protruded from a torn boot. She was operated on while unconscious. Having learned about the crash of the plane on which the daughter flew away, the mother howled like a wolf, and the father turned gray in a day.

They rushed from Angarsk to Irkutsk in the director's car, but there were no lists of either the living or the dead at the airport. None. At someone's prompt, Lena was found in the traumatology hospital, which was a complete bruise. Bruise, as usual, sprinkled with jokes. She was not told about Galina's death for a long time. And as soon as she found out, she rushed on crutches and in a cast to the Ulan-Ude cemetery to look for the grave of her friend. Friendship was real, not ostentatious. Later, Lena recalled that most of the passengers, having settled in their chairs, immediately fell asleep, never waking up again. She remembered that Galya had fallen asleep without wearing her seat belt, because she had to get up in the middle of the night to board the morning flight.

In a hospital bed, Lena did not stop exercising, although her leg did not grow together for a long time and brought great suffering. The Ilizarov apparatus did not take root, and it also introduced some kind of infection. I had to repeatedly go to treatment and follow-up treatment. Already in her fifth year, she and her mother went to Chisinau to see the luminary of orthopedics. The luminary of science removed the cast, found that the leg had grown together, and explained that there was no need to travel across the country for such news. Would have known on the spot. For the laughing Lena, the joke about the trip for the news was to their liking and a reason for new witticisms.

After the institute placement, Lena honestly left for one of the villages of the Cheremkhovsky district as an English teacher, where, with an aching leg, she had to knead the village dirt with crutches. In the same place, she developed a method for delivering water for the disabled - with a yoke on one shoulder, and with a crutch under the other. Not stopping there, she learned to chop wood and carry coal for the stove on a sled. Didn't disappear. Two years later, the “English woman on crutches” met her betrothed, with whom she left the lost village for the city of Krasnoyarsk.

Leonid Mukhin told another Irkutsk story that happened to Valya Ushakova, the same name as the conductor Galya. In total, there were three Ushakovs on board, close people got confused in them for a long time, looking for either living or dead passengers. The husband of Valya, one of the three Ushakovs, Sergey, was waiting for his young wife at the Leningrad airport, but the plane did not arrive on schedule or later. And no messages or explanations. When asked for information, the response was that there was no information. Died in silence. Anxiety crept into Sergey's heart, and not in vain - a day later his aunt from Angarsk reported about the tragedy at the Irkutsk airport. When Valentine took off, someone’s heartbreaking cry: “What is he doing!” lost consciousness. In the hospital, her skull was repaired, a plate was inserted into her cheekbone, and a cracked bone was corrected under her left eye socket. Valya did not fly for five years, and when she had to, during a transplant in Tomsk, her legs gave out from fear. They were brought on board on a stretcher. Only two stories retold from L. Mukhin's article, and there were many more.

But let's continue our story, received from the participant's first mouth. In the turmoil, when there were more than enough wounded, Makaveev was credited with damage to the cervical vertebrae and hung a weight on a neck hood. Along the way, both exposed shoulder joints were adjusted, the buttock and ankle were treated, from which pieces of muscle tissue were torn out. There were still gaps in the skull, the head was swollen, as if a harness was pulled over it, like a horse. At the slightest turn of the head, the weight pounded on the wall with a deaf tocsin, reminding him of the futility of the procedure. My whole body hurt, except for my neck, and for some reason they pulled it out. On the second day I persuaded one of the doctors to check the diagnosis. By evening, it turned out that another wounded man had to be pulled out, and Alekseev was prescribed an x-ray.

Two medical brothers with a stretcher showed up in the ward and said: “Get in.” How to climb if you don't move and turn around? Without thinking twice, the brothers took the infirm patient by the arms - by the legs, reloaded from the bed onto a stretcher and carried him to the appointed office. So Alexei learned what wild pain is. From the office, the brothers, without further ado and without excessive mercy, more inherent in the sisters, delivered the patient to the ward with the same fert and unloaded the log onto the bed by rolling the log. Aleksey decided that the worst was over, but, to his horror, it turned out that the picture did not work out and “everything was repeated all over again.” The next morning the doctor came and joyfully reported that the cause of immobility had been established and now it was possible to proceed to effective treatment. The picture showed a compression fracture of two vertebrae in the chest area. The ribs that have grown from them have fallen off, and hang out, on their own, to this day.

To carry out effective treatment, it was necessary to move the patient from the armored mesh to a rigid base, which gives the body a stable horizontal position. Boards were laid on the bed, on top of which was a striped cotton mattress, popular in Soviet times, annoyingly reminiscent of itself with lumps of matted cotton wool of various sizes, as if a pile of cobblestones had been stuffed into a mattress. Then a second mattress was placed on top of the first one, which doubled the number of cobblestones. At the suggestion of a resourceful patient, approved by the medical council, the relatives brought an inflatable rubber mattress from the household stores. Hospital life has become more tolerable. They also sewed on the lower lip, bitten off by the fall and barely holding on to the skin. It's good that Alexei didn't spit it out, no matter how hard he tried, after the fall. She came in handy for many years to come. What kind of guy would be without a lip? Not a hare, come on.

For some reason, there were a lot of attending doctors, five, and everyone asked not so much about the disease, but about the crash, what was going on there and how it happened. With the same questions, an investigator arrived, who forced Makaveev in the interview protocol to qualify the fact of the plane crash not as a disaster, but as a flight accident. The entire airport knew that in that incident, the crew of the pilots, the commander of the ship, Ivan Svistunov, completely died. The cockpit, crumpled beyond recognition, was torn off from the body of the aircraft. Some pilots had torn tendons, with such force they pulled the helm, trying to level the uncontrollable hulk.

Of the crew, only the conductor Galina Ushakova remained alive. At the moment of the collision, she bent down in search of a button torn off her suit, and then the compartment of the conductors was demolished. The savior button was never found. Galina's recovery was long and difficult. Three years in plaster. In subsequent years, until 2011, Makaveev met with her several times. On the day of the ninth of February, ironically falling on the day of civil aviation, colleagues meet in mournful memories of their dead comrades, visit the Radishchevskoye cemetery, where the crew is buried. Such an incident.

Another survivor of the plane that landed unsuccessfully, Professor Orlov of the Irkutsk Polytechnic Institute, left the destroyed cabin on his own and refused medical assistance in writing. Quite healthy. I came home from a business trip that ended before it began, and having gathered myself, I arrived at the department. Employees rejoiced at the happy fate of their colleague, but the joy turned out to be premature. Suddenly, the professor became ill, he was taken to the hospital, where he said goodbye to life due to the severe hematomas received.

According to official data that appeared on the Internet decades later, twenty-four people died in the crash, fifteen at once, nine died in hospitals. According to other sources, thirty people died. The investigation considered that the takeoff of the aircraft from the ground was carried out by too sharply taking the helm “on itself” and reaching angles of attack above the permissible ones. The heeling moment to the right could have arisen due to uneven refueling with an overload of the right wing. What could have happened there if the "black boxes" were not installed on the planes then, one can only guess.

flight accident for our construction curator received an unexpected continuation from the series “you can’t imagine it on purpose”. The beginning of that series was promising. Makaveev, as a participant in a flight accident with dire consequences for him, was bought a new suit to replace the torn one and gave him a warrant for a new apartment. That's luck! Quite justified compensation for the nightmares and trials suffered. The family began joyful preparations for a housewarming party. Here is the warrant in hand. New building on Omulevskaya street, third floor, apartment number ten.

However, vague thoughts crept into consciousness, depriving the settler of rest. It so happened that a couple of months ago, Makaveev was on the commission for the commissioning of this particular house, and in one of the apartments he discovered a construction mistake with a violation of the project. The wall between the entrance corridor and the hall was installed turned one hundred and eighty degrees, so that there was no room left in the entrance nook for installing an elementary furniture wall for clothes and shoes. In the apartment "Khrushchev" the hallways were miniature in size, and here both walls were stuck in doorways, one for entering the hall, the other for the bathroom. There was also a third entrance from the landing, and all this on a patch where two could not disperse. Paradox and inconvenience, do not arrange the same locker room in the hall!

Housing was rented out by Nikolai, the head of the aircraft building section, who was a good friend of Makaveev. He persuaded the inspector not to inform the commission of the identified construction marriage, the elimination of which would lead to higher costs and deprivation of bonuses. Could it be that the same apartment, by the will of an external manager, boomeranged into the hands of a newcomer? Alexei urgently arrived at the scene of a new emergency. Exactly! He got a defective apartment! How cleverly the Higher Providence acts...

Called a comrade in misfortune:
- Do you remember the apartment with the upturned wall?
- Of course I remember. I have already received the bonus.
- Do you remember how I helped you hide the defect from the commission?
- Of course I remember. I am still grateful to you for this.
- So, this apartment is distributed just to me!

Alexei was ready for any reaction from his friend, but not for that Homeric laughter into which Nikolai fell from the fort thrown out by fate-villain. He laughed avidly, uncontrollably, with tears, groans and sobs, curled up with laughter and clutching his stomach with his hands. The merriment that had filled him infected the unfortunate newcomer, who, in the manifestation of explosive emotions, did not lag behind his partner. Catching the general wave of eruption of enthusiasm, the swindler and his victim gave them full rein, loudly asserting the human ability to overcome all and all life's obstacles and problems. With laughter and laughter, they praised the hymn to optimism and love of life, great and disinterested, which leaves a person a man. They laughed, continuing to shudder from new attacks, repeated and weakening. On that day and hour, Alexei learned what wild laughter is.

What we shall do? He returned to his problem.
- An apartment, - the comrade answered.
At the housewarming party, Major Kayuta brought Makaveev a watch taken from the panel of the destroyed aircraft. They showed the time frozen for them forever: 8.20.