Aircraft attacks. Airplane bombings (2004)

What official version the plane crash with the AN-148 does not stand up to criticism, it seems clear even to babies - there was an explosion in the air, fragments of bodies are so small and so scattered over large area that MAK's fairy tales do not deceive anyone even in the first approximation.
AN-148 plane crash: TERRORIST ACT or EXPLOSION of Ukrainian engine? ( https://gala-gala15.livejournal.com/530888.html#comments )
The media dodge, trying to suggest something to the public, but at the same time maintain the plausibility of the officially imputed version, which gives rise to curious effects...
Here the KP is interviewing about the An-148 disaster: "I would not refuse the version of the explosion on board" - a well-known politician, a retired Air Force colonel, has his own version of the tragedy ...

Viktor Alksnis, a politician, former State Duma deputy and retired military pilot, published in social network his version of the tragedy, in which he draws attention to some inconsistencies.

“The investigation of flight accidents is a dreary and often muddy business. In my 25 years of service in the Air Force, I have been a member of commissions of inquiry about ten times, and I can admit that the purpose of the commission was not always to determine its causes objectively. Often there was a quarrel between representatives of the flight crew on the one hand and the engineering and technical staff on the other. In addition, representatives of industry and rear services could get into this swara. Each of these parties tried to absolve themselves of responsibility for this incident and shift it to the other.

Watching the investigation into the An-148 crash from the sidelines, I recognize a familiar situation. But there are serious differences: the main goal is to prevent a terrorist act from being recognized as the cause of the disaster. And it is very difficult to do this, since the media repeatedly held official information- the wreckage of the plane is scattered within a radius of a kilometer from the crash site. total area spread is more than 30 ha. This means that the aircraft began to break down while still in the air, which most likely could have happened only in two cases - a collision with another aircraft or an explosion on board the aircraft.

Therefore, I was extremely surprised by the official conclusion of the FSB experts, which sounded a few hours after the crash, that the examination of the wreckage of the aircraft confirmed the absence of traces of explosives. Doubts immediately arose: how could it be possible to examine all the fragments if they are scattered over a large area and many have not yet been found, since they are under a half-meter layer of snow? By the way, according to the statement of the operational headquarters, many fragments have not been found to this day, that is, after a day and a half.

Further more. On February 12, the Investigative Committee of the Russian Federation made an official statement: “It was established that at the time of the fall the aircraft was intact, without ignition, the explosion occurred after the plane crashed.”

In addition, the ICR stated that no fragments of any other aircraft, which excludes a collision with another aircraft.

That is, two departments - the FSB of the Russian Federation and the Investigative Committee of Russia - categorically rejected the possibility of a terrorist attack. In addition, the ICR categorically denied reports that the aircraft began to break up in the air, claiming that the aircraft was intact until the impact with the ground.

But what about the official statements of the Ministry of Emergency Situations of the Russian Federation that the wreckage is scattered over an area of 30 hectares and within a radius of 1 km from the crash site? In addition, Interfax reported information refuting the statement of the Investigative Committee of the Russian Federation. “... Both“ black boxes ”were found at the crash site of the An-148 in the Moscow region,” Interfax was told at the operational headquarters at the emergency site. “A kilometer from the crash site, a second one was found - a voice recorder, visually it is in satisfactory condition,” the agency’s interlocutor said.

Let me remind you that "black boxes" are usually installed in the tail of the aircraft, there more chances survive on impact with the ground. Moreover, they are rigidly attached to the fuselage of the aircraft. That is, based on the statement of the operational headquarters, tail parts with an on-board voice recorder attached to them were found a kilometer from the crash site. But after all, the Investigative Committee of the Russian Federation assures us that there was no destruction of the aircraft and it hit the ground intact.

How did the speech recorder with the details of the tail end up a kilometer from the crash site?

By the way, from the practice of investigating aircraft accidents, it is known that in the event of a crash to the ground, the tail of the aircraft, as a rule, even in the event of an explosion, remains at the site of the crash and does not fly anywhere.

Therefore, it seems that some officials received a command to hush up the terrorist attack ... "

QUESTION - RIB

Why did they change the commander before the disaster?

The fateful flight from Moscow to Orsk was not the first for the An-148 on that day. He managed to fly from Penza to Moscow, from there to Saratov and back to the capital. Isn't it too much of a load?

This is common practice and absolutely normal. The plane should not stand on the ground, it should fly, - the pilot of the first class Andrey Litvinov is sure.

But another crew was dangling to Penza and Saratov, which was replaced before departure from Domodedovo.

I remember the first pilot well because he greeted the passengers. His last name is Pugachev, and a few hours later another one crashed - Gubanov, - Yulia Pustovit, who was flying the An-148 from Saratov to Moscow, told KP.

Here experts do not see anything strange.

It would be strange if the company did not change pilots. In fact, between flights you need to rest for ten hours. In this case, the spent crew left, and the already rested pilot sat at the helm. Everything is according to plan, - says Litvinov. - Another thing is that now carriers often resort to so-called loopbacks, when the same crew makes several flights in a row.

Saratov Airlines declined to comment on the crew change. Most likely, the first three flights (each flight no longer than an hour and a half) on the Ana worked one crew, and a new one was supposed to go to Orsk. Therefore, the passengers of the Saratov - Moscow flight recognized their neighbors on the plane in the dead flight attendants ...

Journalist: - Specialists of the Research Institute. Gromov is not allowed to go to the place where the wreckage of the plane is collected. Although you could, for some reason, put forward some version. . . On this territory there is a new, recently opened RAMPORT airfield, which is already behind barbed wire, and it belongs to some foreign citizens who live in NATO member countries. That is, a person with all the security clearances and forms of secrecy is not allowed in, but people from NATO countries who walk freely there are allowed in. But our laboratories and design bureaus are located there.
Tolboev: Where there is money, another story begins. Yes, these are NATO members, these are people who entered not only the Research Institute. Gromov, but also to the experimental site, where Buran was preparing for the launch. They took everything! After the program "Buran" was the program "Lightning". They occupied the Lightning, completely.
Zh: - Lightning is a small plane being returned?
T: - Yes, operational, tactical. They reproduced one to one what we did in the 60s and 70s. I don't know who they are - Japanese, Latvians, I don't know. When our children come, it will turn out that they have sold our future.
Zh: - Perhaps, in a few years there will be a NATO base here. . . Does he know about it?
T: - He knows, he was.
Zh: - And the Minister of Defense?
T: - Yes, everyone knows very well.
J: - Who allowed all this?
T: It's a mystery to me. M. personally walked and looked at this airport. There was a governor. . . . Some people come, then quietly disappear.
Zh: - That is, the boards land here, unload something and disappear. And they take something away. . .
T: - . . . I just don’t know who their godfather is - the CIA or the FBI. But not ours.
Zh: - That is, the owners of the airport have the "roof" of the CIA or the FBI?
T: - Yes.
Zh: - This must be considered in the Federation Council, State Duma not to mention the FSB. in the presidential administration. Well, of course, in the Prosecutor General's Office and the UK.
T: - I talked to the FSB. The boys say: “We are writing reports. . . We have no answer." When was this? If the KGB said, the USSR was shaking!
Zh: - Dark history. It will have to be sorted out.

---
And this despite the fact that, as they say, Russian specialists from this institute were not allowed to the crash site to assist in the investigation...

Well, now compare with the official bleating about instruments and sensors, as well as dummies pilots, on whom, as always, they try to hang all the dogs of either a terrorist attack that has been watched, or a clumsy staged performance, or a very specific NATO sabotage against the background betrayal of someone from the highest echelons of power.
One way or another, the obvious nonsense about shredded and scattered over the squares "due to the collision of the aircraft with a dense snow cover" is perceived by both the public and numerous experts as a mockery.

Of course, bloggers are no authority, a former deputy military pilot and test pilot, a hero of Russia, can also make mistakes and do not have all the information, but they express reasonable doubts and ask reasonable questions.
The authorities, by holding citizens for idiots, run the risk that they will no longer believe it even when, as an exception, it decides to tell the truth.
The bottom line is the listed versions, and their combination is possible, which makes the hope of revealing the secret of the plane crash with the AN-148 on February 11, 2018 quite illusory...

Russian investigators are working at the site of a plane crash in the Ramenskoye region, the crash of which claimed the lives of more than 70 people.

At present, rescuers of the Ministry of Emergency Situations continue to dismantle the wreckage. All 65 passengers were killed, including several children, as well as six crew members.

Variants of the versions are a crew error in adverse weather conditions, a technical malfunction of the An-148, as well as icing. Recall that the An-148 aircraft with tail number RA-61704, which performed regular flight 6V-703 Moscow - Orsk, was supposed to take off from capital airport Domodedovo at 14:00.

According to dispatchers, at 14:27 the An-148 suddenly disappeared from the radar screens. Operational services immediately sounded the alarm. According to dispatchers, the plane behaved very strangely in the last minutes: it rose to a height of 1800 meters, then fell to 1500, then rose again to 1800 and abruptly went to the ground.

As an eyewitness explained, "first something exploded under the wing, and it caught fire. After that there was another flash - and the plane fell sharply down. Everyone saw the flash. Everything was so fast."

Regarding the aircraft, it is reported that the An-148 was produced by PJSC "Voronezh Joint-Stock Aircraft Building Company" (VASO) in 2010 under the license of the Ukrainian design office"Antonov".

Previously, from 2010 to 2015, the RA-61704 airliner was operated by the Rossiya airline, which allowed it to fly abroad. During the operation, the owners of the aircraft found out that the board had a number of defects, which could not be eliminated in the working order.

There have been incidents with this type of aircraft before - in 2010, the right engine failed at the crashed side in the Moscow region, and he was forced to return to the Pulkovo departure airport.

Later, on a flight from Kaliningrad to St. Petersburg, during landing approach, his engine thrust spontaneously increased, and the pilots had to take the car to the second circle.

The conclusion of the commissions was that in both cases, design flaws were the cause of the incidents. In 2016, Rossiya Airlines handed over this aircraft to Saratov Airlines as part of a subleasing agreement signed in 2015. four aircraft of this type.

According to preliminary data from experts, much suggests that the engine collapsed in the air. It is possible that a fire in one of the engines could provoke an explosion of the wing and the aircraft. There is another version, according to which the speed sensor on the plane was iced up, which began to display data incorrectly.

Because of this, the instruments, in turn, could show the wrong speed, and the pilots increased the engine thrust, mistakenly believing that the speed was dropping. This led to an additional load on the engine and the possible destruction of parts.

On this moment it is known that the An-148 aircraft after the crash in the suburbs left a funnel about 2 meters deep. Apparently, it exploded on impact with the ground.

"A funnel 2.5 deep and about 17 meters in diameter formed at the crash site of the plane. Small fragments of the plane are scattered inside the funnel, some of which fused together," eyewitnesses said.

According to some witnesses, the plane was on fire during the fall, "sparks and flames were visible." According to others, "there was no fire, only smoke was visible." On February 12 in the morning, the press service of the Ministry of Emergency Situations reported on the completion of the rescue operation.

Thus, the death of all people on board the crashed aircraft was finally confirmed. It is already known that among them were citizens of Azerbaijan and Switzerland.

“Imagine a provincial Russian airline. There are almost no flights, there are no local ones at all. The accounts are blocked by the Federal Tax Service. Salary debts to employees (including pilots) are under 40 million, of which 1.4 million were back in August. Debts to the PFR of comparable size. the director has two sluggish criminal cases, the commercial one has a court ban to occupy leadership positions.One own board and one leased (for flights you need at least three). whether to break the rules passenger traffic? Could this lead to something bad? Come on, some kind of nonsense," Zhilinsky argues in his telegram channel.

In particular, the honored pilot of Russia, a member of the commission under the President of Russia for the development of civil aviation, Yuri Sytnik, said in an interview with Pravda.ru that versions are being eliminated one by one.

“A collision here is hardly possible, because it all happened in the clouds, at an altitude of about two thousand meters - there helicopters don’t fly in the clouds in the Moscow zone, drones and drones don’t fly there in such weather either. - this is a very big chatter, overload on board, that is, there was a variable overload, and most likely got into a “good” updraft, and it was simply thrown down because of the chatter, then picked up, there is a so-called pickup, and then an irreversible process occurs @? - considers the pilot.

"If this surge of the updraft is not parried in time, then the angle of attack becomes supercritical, the flow stalls, the aircraft turns along the longitudinal axis, and goes down with acceleration. After reaching a certain speed, the destruction speed, some hatches can fly off in the air , some hatches, shields, and this could lead to an ellipsoidal spread of parts," he added.

“An engine fire does not lead to such a crash of the aircraft. Icing is also unlikely - the speed is high there, the icy wing or stabilizer no longer affects it so much. And then there are irreversible consequences. The pilot tried to fight, but there are not enough rudders, the elevator is shading, and the plane does not get out of this situation, "the expert believes.

“I don’t want to blame either the crew or the pilots, it’s too early to say this. The pilots, most likely, fought to the end for the lives of passengers, the plane, their lives. In the Moscow zone, alas, such altitude throws are frequent. one factor, and a very serious one at that - usually in the turbulence the crew reports to the dispatcher that they met with very intense turbulence, high turbulence. Nothing was said here, most likely, this could not have happened. Then there is only an explosion on board. We are waiting for data from the recorders ", he concluded.

Monday declared a day of mourning in Orenburg region. The leaders of Armenia, Georgia, Lithuania, Moldova, Estonia, Ukraine, the EU, Kazakhstan, Kyrgyzstan and the United States brought their condolences. The International Olympic Committee has designated a zone of mourning in the Olympic Village for the PyeongChang Winter Games.

The Commission of the Interstate Aviation Committee (IAC), according to the decoding of flight recorders, has already named the preliminary cause of the crash of the An-148 aircraft in the Moscow region. According to experts, it could be incorrect data on the flight speed on the indicators of the pilots, which, in turn, was apparently due to icing of the RPM when the heating systems were turned off. But for now, these are only preliminary results. The investigation will continue. Even the United States has already expressed a desire to assist Russia in investigating the An-148 plane crash in the Moscow region. The President announced this Donald Trump in a telephone conversation with Vladimir Putin, according to the Associated Press, citing the press service of the White House.

Recall that during a previous telephone conversation in December 2017, the President of Russia thanked his American counterpart for the information that helped prevent the terrorist attack in St. Petersburg.

In this regard, the opinion of one of the pilots of the Saratov Airlines airline, who flew on the Moscow-Orsk route, including together with the pilot of the deceased An-148 Valery Gubanov, is interesting. . It is published by Radio Liberty, without indicating the name and surname of the source.

“This is a terrorist attack, in my opinion. And this is not only my version, but also of many pilots of our airline with whom I spoke. Neither from a pilot error, nor from lack of liquid treatment, the plane would have fallen apart in the air, and its fragments would not have been scattered within a radius of one kilometer, ”the pilot believes.

According to him, if the plane fell apart from hitting the ground, then the bodies and the wreckage of the liner would lie side by side, compactly. “In such cases, many of the dead are found in their chairs. And then they collect everyone in parts ... This means that there was powerful explosion, otherwise they wouldn’t have been blown apart like that, ”he added.

Indeed, as of 8 a.m. on February 13, about 1.5 thousand fragments of the bodies of the dead were found in the An-148 crash area (there were 65 passengers and 6 crew members on the plane) and 500 fragments of the aircraft. For this, an area of 30 hectares had to be surveyed.

Both "black boxes" were found and sent to the laboratory. However, the Investigative Committee, without waiting for the results of their decryption, announced that there was no violation of the integrity of the liner in the air, and the explosion and fire occurred at the moment the aircraft collided with the ground.

It is known that in the period from 2010 to 2015, the An-148 ( side number RA-61704) was operated state airline"Russia". During this time, there were at least two serious incidents related to the operation of engines. In 2016, Rossiya sub-leased the problematic aircraft to Saratov Airlines.

In November 2017, during an inspection of the company by Rostransnadzor, violations were revealed in the service of the deceased An-148. “Oil change and filter flush intervals in accordance with the maintenance program should be 375 flight hours. On this board, these works were carried out with a frequency of 750 hours, ”a MK source in the department said.

The Western press has already called small regional Russian companies "the scourge of the Russian civil aviation". According to a Swedish journalist working in Russia Anna-Lena Lauren, she always feels insecure when she has to fly planes Russian airlines specializing in domestic flights and if possible, chooses Aeroflot.

At aviation forums last disaster compared with the crash of the An-148 in the Belgorod region in 2011. Then 6 people died - all on board.

Chairman of the Civil Aviation Commission Public Council Rostransnadzor, Honored Pilot of the USSR Oleg Smirnov does not see clear evidence in favor of one of the versions of the crash.

- As a professional, I always rely on facts. The peculiarity of this An-148 disaster is that the plane did not lose speed. That is, he did not fall randomly, and even before landing he had a decent speed. According to Flytradar, this is about 600 kilometers per hour. Fighters fly at such a speed at such a low altitude. Why this happened and should be understood by the commission created on behalf of the president.

By the way, it is very good that two federal ministers were the first at the site of the plane crash: transport and the Ministry of Emergency Situations. After all, huge resources were immediately needed there. And the ministers coped with this task. They broke up the town, provided them with equipment, etc. This is partly why they managed to quickly find both recorders. Everything is recorded there: the operation of engines, rudders, other mechanisms, speed deviation, etc.

Now the main task is to decipher them and establish the cause of the accident in order to exclude such disasters in the future. So far I don't see any objective reason for this. The weather was great, the plane was new, the crew was trained…

"SP": - Is it a systemic cause similar disasters small size of regional carriers, perhaps not paying enough attention to safety? Once it was the Saratov squadron - part of the giant Aeroflot ...

- Aeroflot is not interested in flights operated by Saratov Airlines. Regional carriers perform a very important social function, as they carry passengers over short distances. For example, they fly from Blagoveshchensk to Khabarovsk, from Khabarovsk to Irkutsk, etc. There is an urgent need for such equipment - up to 100 passenger seats, which Aeroflot does not have. Our Yak-42 and An-148 are operated on such lines. This allows you to give way to the domestic aircraft industry.

According to portal editor-in-chiefAvia. en Romana Gusarova, talk about a terrorist attack is premature.

- In St. Petersburg, the Americans warned us about the impending terrorist attack. How they can help us in this case, I have no idea. The airport is domestic, the plane is ours, and our experts in explosives are certainly no worse than the Americans.

"SP": - It all depends on the version to which the investigation is inclined ...

- There is a lot of information about the disaster now, but it does not add up to any coherent overall picture. So far, three versions have been named: an engine fire, the plane was not doused with de-icer, and a terrorist attack. But so far there is not a single fact that would form a priority version.

If the plane had been covered in ice, it would have crashed just outside the airfield. If the plane's engine had failed, it would not have fallen like a stone - the plane flies perfectly with one engine. He could easily make a circle and sit down. Even with two failed engines, he would continue to glide, and not fly like a stone. It's not a potato, it's a plane, it has wings.

The same goes for terrorist attacks. As you know, the plane performed some "manoeuvres" before falling. First it took off, then it started to descend, then it went up again. Perhaps there are some technical problems. Moreover, the crash site is localized. The plane did not explode in the air. The flash from the explosion was already seen on the ground.

SP: And yet...

- With the same success, I can come up with a few more versions ... For example, to say that a bird got into the engine of an airplane. Could this happen? Yes. It happens. But there is no evidence for this. In the same way as there is no evidence of other versions. I think even those who are now in the field, at the site of the fall, will not be able to say what the matter is. We'll have to wait for the decoding of the flight recorders.

"SP": - Western media write that Russian regional carriers are less safe than large companies. If so, maybe we don't really need them?

— There are only about a hundred airlines in Russia. Of these, the first 15 are large, and all the rest are small. For such a vast territory, this is not much. And in the same USA, there are a thousand airlines and no one complains. There is no direct correlation between the size of an airline and its financial condition and responsibility for safety issues. The rules are written for everyone the same, they check everyone the same.

Moreover, using the example of Transaero and VIM-Avia, we see that large companies can have no less problems than small ones. Where is the guarantee that they provided security at the proper level? This can only be guaranteed by a regulator that controls and inspects large, small and medium-sized companies. In addition, the number of carriers regulates the market. If there are hundreds of companies in the country, then they are needed.

In general, it is difficult to imagine that such Western companies as Lufthansa or British Airways or Air France were engaged in local flights on "corn". They have other companies for that. In the same way, Aeroflot and others are engaged in long-haul transportation, while small companies fly between regions. Nothing without them.

— Such regional companies there are many in Russia, - says journalist Oleg Lurie. And they have rather strange owners. Related to the same Saratov Airlines Sergey Evstafiev, friend and partner Anatoly Chubais. There was such a story with the "copier box". Then Evstafiev and Sergey Lisovsky took out half a million dollars of "black cash" from the White House. There is evidence that Evstafiev owns 55 percent in Saratov Airlines. But it is not necessary to associate this circumstance with a catastrophe. Among the regional companies there are quite successful ones.

In its turn air traffic controller Sergey Polozov tends to believe that the cause of the disaster could be a human factor.

— The version of a terrorist attack cannot be ruled out, but I'm not sure about that. Rather, there is a chain of events of a technical nature. And the human factor may be present. Because if you look at the world statistics of recent disasters, you can see that it is the human factor that is increasingly present there. Previously, this was less.

"SP": — Why is that?

- Development aviation industry does not stand still. New types appear aircraft with reliable systems of air navigation equipment. But since the flight recorders have already been found, the exact cause of the disaster will soon become known.

"SP":- Butin Russiaaccording to statisticsdisasters happen more often...

“Disasters happen everywhere. Equipment failures, piloting errors occur everywhere. Somewhere a little more, somewhere a little less. Russia is not fundamentally different here. But safety in any airline comes first. All standards are “sharpened” for this. Then economy, regularity, and so on. By the way, air Transport, according to statistics, is the most safe transport in the world compared to rail and road transport.

(Rostov region , )

Coordinates 1) 53°45′45″ N sh. 38°46′53″ E d. HGIOL
2) 48°31′30″ s. sh. 40°19′55″ E d. HGIOL

Airplane bombings (2004)- major aviation accidents as a result of terrorist attacks that occurred on Tuesday, August 24, 2004 in Russia. Almost simultaneously (with an interval of one minute) two airliners exploded in the air: Tu-134A-3 of the Volga-Aviaexpress airline (flight WLG1303 Moscow-Volgograd) and Tu-154B-2 of Siberia Airlines (flight SBI1047 Moscow-Sochi) . Both aircraft took off from Moscow's Domodedovo Airport. A little over an hour after takeoff, both aircraft were blown up by suicide bombers. Flight 1303 crashed to the ground locality Buchalki (Tula region), and flight 1047 crashed near the village of Glubokiy (Rostov region). A total of 89 people died: 43 on board Flight 1303 (34 passengers and 9 crew members) and 46 on Flight 1047 (38 passengers and 8 crew members). Russian President Vladimir Putin declared August 26, 2004 a day of mourning for the dead in Russia.

Flight 1303 [ | ]

Airplane [ | ]

Tu-134A-3 ( registration number RA-65080, factory - 60065, serial - 42-07) was released by the Kharkov State Aviation Production Enterprise (KSAMC) on July 19, 1977. On October 13 of the same year, it was transferred to the Aeroflot airline (MGA of the USSR, North Caucasian UGA, Volgograd OJSC (since 1987 - Astrakhan OJSC)). After Aeroflot, it was operated by the airlines "" (from March 1993 to May 2004) and "Kogalymavia" (from May to August 2004). In early August 2004, it was purchased by the Volga-Aviaexpress airline. It is equipped with two double-circuit turbojet engines D-30-III of the Perm Motor Plant.

Crew [ | ]

Flight WLG1303 was operated by an experienced crew consisting of the following [ ] :

Three flight attendants worked in the cabin of the aircraft:

Ekaterina Fedorovna Saltykova, 41 years old.
Svetlana Nikolaevna Golovina, 32 years old.
Oksana Valerievna Bobrovskikh, 34 years old.

Catastrophe [ | ]

Flight WLG1303 took off from Moscow at 22:30 MSK and headed for Volgograd. On board were 34 passengers and 9 crew members.

At 22:54, when the plane was flying over the Tula region, a strong explosion occurred in its tail section. The liner, torn into two parts, crashed to the ground from a height of 9500 meters. The wreckage of the aircraft was found 2 kilometers north of the village of Kimovsky district of the Tula region. The tail section of the liner lay 700 meters from the bow and wings. All 43 people on board were killed.

The explosion on the plane was arranged by a 30-year-old suicide bomber Aminat Nagayeva. Aminat's sister, Roza Nagayeva, was destroyed a few days later during the assault on a school in Beslan seized by terrorists.

Flight 1047 [ | ]

Airplane [ | ]

Tu-154B-2 (registration number RA-85556, factory - 82A556, serial - 0556) was released by the Kuibyshev Aviation Plant KuAZ (now the Samara Aviation Plant Aviakor) on September 22, 1982. On October 6 of the same year, it was transferred to the Aeroflot airline (MGA of the USSR, Latvian CAA, 1st Riga OJSC (Skulte)). After Aeroflot, it was operated by the Latavio airline (from December 21, 1992 to February 15, 1996, board YL-LAD) and (from February 15, 1996 to June 2001). In early June 2001, it was purchased by Siberia Airlines. It is equipped with three bypass turbofan engines NK-8-2U of the Kazan Engine-Building Production Association (KMPO). On the day of the attack, 30751 hours flew.

Crew [ | ]

Flight SBI1047 was flown by a very experienced crew, consisting of the following:

Four flight attendants worked in the cabin of the aircraft:

Olga Sergeevna Bykovskaya, 41 years old - senior flight attendant.
Sergey Vladimirovich Ivanov, 38 years old.
Yana Gennadievna Tarsukova, 30 years old.
Marina Petrovna Khudeyeva, 25 years old.

Catastrophe [ | ]

Flight SBI1047 took off from Moscow at 21:35 MSK and headed for Sochi. On board were 38 passengers and 8 crew members.

At 22:53, during a flight over the Rostov region, a strong explosion occurred in the tail section of Flight 1047. A hole formed in the board of the liner, the drives and control wiring were broken, tail section came off. The plane lost control and began to fall. The crew did their best to keep the plane in the air, but at 22:55 MSK, the unmanned aircraft crashed near the village of Glubokoy, Kamensky District, Rostov Region, and completely collapsed. Some fragments of the plane fell on the residential buildings of the village, but no one on the ground was injured. All 46 people on board were killed.

6 passengers checked in for flight 1047 before boarding, but they did not get on board. Latecomers' luggage was removed. The state commission dealt with the clarification of the circumstances of the delay of passengers; the results of her work remain unknown. [ ]

The explosion on the plane was arranged by the second suicide bomber, 37-year-old Satsita Dzhebirkhanova.

Investigation [ | ]

Even before the bombed planes took off, police captain Mikhail Artamonov detained Nagayeva and Dzhebirkhanova at Domodedovo Airport to check their documents, but did not search them and released them. The suicide bombers at that time were dressed lightly and, apparently, still without explosives. Within the next hour they boarded their flights. After the attacks, Artamonov was accused of criminal negligence. In May - June 2005, a trial took place over him, and on June 30, the Domodedovo City Court sentenced Mikhail Artamonov to 7 years in prison.

After the terrorists were released by Artamonov, the speculator Armen Harutyunyan sold them tickets without presenting their passports. Nagayeva purchased a ticket for flight WLG1303 for $170, while Dzhebirkhanova paid a bribe of 2,000 rubles to Harutyunyan to help him buy the ticket. Arutyunyan handed over 1,000 rubles to Siberia Airlines representative Nikolai Korenkov for reissuing a ticket for an earlier flight. Harutyunyan and Korenkov were sentenced to one and a half years in prison.

Then Nagaeva and Dzhebirkhanova successfully passed the pre-flight control and got on board the aircraft.

Responsibility for the attacks[ | ]

Immediately after the attacks, the Islambouli Brigades terrorist organization took responsibility for them. But the Chechen terrorist Shamil Basayev said that he had prepared the attacks. On September 17, 2004, he published a statement on the Chechen separatist website Kavkaz Center, in which he claimed that the attacks had cost him $4,000.

In an interview with Andrei Babitsky, Basayev claimed that the terrorists he sent did not blow up the planes, but only captured them.

Damage and insurance claims[ | ]

A feature of recognizing these catastrophes as insured events and settling these insured events was that they were caused by terrorist attacks, which are an exception for most insurance contracts.

No aircraft hull insurance payments were made for any of the aircraft. Compensation for the victims was made both by insurance companies and by Siberia and Volga-Aviaexpress airlines, as well as by federal and regional budgets.

Flight 1047 passengers were insured as required

In the West, the cause of the An-148 crash was unraveled, but a terrorist attack is not excluded

The Commission of the Interstate Aviation Committee (IAC), according to the decoding of flight recorders, has already called a preliminary cause of the An-148 plane crash in outskirts of Moscow. According to experts, it could be incorrect data on the flight speed on the indicators of the pilots, which, in turn, was apparently due to icing of the RPM when the heating systems were turned off. But for now, these are only preliminary results. The investigation will continue. Even the United States expressed a desire to assist Russia in the investigation of the An-148 crash in the Moscow region. The President announced this Donald Trump in a telephone conversation with Vladimir Putin, according to the Associated Press, citing the press service of the White House.

Recall that during the previous telephone conversation - in December 2017, the President of Russia thanked his American counterpart for the information that helped prevent the terrorist attack in St. Petersburg.

« This is a terrorist attack, in my opinion. And this is not only my version, but also of many pilots of our airline with whom I spoke. Neither from a piloting error, nor from not being treated with liquid, the plane would not fall apart in the air, and its fragments would not be scattered within a radius of one kilometer, ”the pilot believes.

According to him, if the plane fell apart from hitting the ground, then the bodies and wreckage of the liner would lie nearby, compactly. “In such cases, many of the dead are found in their chairs. And then they collect everyone in parts ... This means that there was a powerful explosion on board, otherwise they would not have been blown apart like that, ”he added.

It is known that in the period from 2010 to 2015, the An-148 produced in Voronezh (tail number RA-61704) was operated by the state-owned Rossiya airline. During this time, at least two serious incidents related to the operation of engines. In 2016, Rossiya sub-leased the problematic aircraft to Saratov Airlines.

In November 2017, during the inspection of the company by Rostransnadzor, service disruptions the deceased An-148. “Oil change and filter flush intervals in accordance with the maintenance program should be 375 flight hours. On this board, these works were carried out with a frequency of 750 hours, ”an MK source in the department said.

The Western press has already called small regional Russian companies "the scourge of Russian civil aviation." According to a Swedish journalist working in Russia Anna-Lena Lauren, she always feels insecure when she has to fly with Russian airlines specializing in domestic flights and, if possible, chooses Aeroflot.

At aviation forums, the latest disaster is compared with the An-148 crash in the Belgorod region in 2011. Then 6 people died - all on board.

Chairman of the Civil Aviation Commission of the Public Council of Rostransnadzor, Honored Pilot of the USSR Oleg Smirnov does not see clear evidence in favor of one of the versions of the crash.

As a professional, I always rely on facts. The peculiarity of this An-148 disaster is that the plane did not lose speed. That is, he did not fall randomly, and even before landing he had a decent speed. According to Flytradar, this is about 600 kilometers per hour. Fighters fly at such a speed at such a low altitude. Why this happened and should be understood by the commission created on behalf of the president.

Now the main task is to decipher them and determine the cause of the accident to avoid such catastrophes in the future. So far, I do not see any objective reason for this. The weather was great, the plane was new, the crew was trained…

"SP": - Isn't the small size of regional carriers, perhaps not paying due attention to safety, the systemic cause of such disasters? Once it was the Saratov squadron - part of the giant Aeroflot ...

According to chief editor of the portal Avia.ru Romana Gusarova, talk about a terrorist attack is premature.

In St. Petersburg, the Americans warned us of an impending terrorist attack. How they can help us in this case, I have no idea. The airport is domestic, the plane is ours, and our experts in explosives are certainly no worse than the Americans.

"SP": - It all depends on the version to which the investigation is inclined ...

There is a lot of information of various kinds about the disaster now, but it does not add up to any coherent overall picture. So far, three versions have been named: an engine fire, the plane was not doused with de-icer, and a terrorist attack. But so far there is not a single fact that would form a priority version.

If the plane had been covered in ice, it would have crashed just outside the airfield. If the plane's engine had failed, it would not have fallen like a stone - the plane flies perfectly with one engine. He could easily make a circle and sit down. Even with two failed engines, he would continue to glide, not fly. stone down. It's not a potato, it's a plane, it has wings.

SP: And yet...

With the same success, I can come up with a few more versions ... For example, to say that a bird got into the engine of an airplane. Could this happen? Yes. It happens. But there is no evidence for this. In the same way as there is no evidence of other versions. I think even those who are now in the field, at the site of the fall, will not be able to say what the matter is. We'll have to wait for the decoding of the flight recorders.

"SP": - Western media write that Russian regional carriers are less safe than large companies. If so, maybe we don't really need them?

There are only about a hundred airlines in Russia. Of these, the first 15 are large, and all the rest are small. For such a vast territory, this is not much. And in the same USA, there are a thousand airlines and no one complains. There is no direct correlation between the size of an airline and its financial condition and responsibility for safety issues. The rules are written for everyone the same, they check everyone the same.

Moreover, using the example of Transaero and VIM-Avia, we see that large companies can have no less problems than small ones. Where is the guarantee that they provided security at the proper level? This can only be guaranteed by a regulator that controls and inspects large, small and medium-sized companies. In addition, the number of carriers regulates the market. If there are hundreds of companies in the country, then they are needed.

There are many such regional companies in Russia, - says journalist Oleg Lurie. - And they have rather strange owners. Related to the same Saratov Airlines Sergey Evstafiev, friend and partner Anatoly Chubais. There was such a story with the "copier box". Then Evstafiev and Sergey Lisovsky took out half a million dollars of "black cash" from the White House. There is evidence that Evstafiev owns 55 percent in Saratov Airlines. But it is not necessary to associate this circumstance with a catastrophe. Among the regional companies there are quite successful ones.

In its turn air traffic controller Sergey Polozov tends to believe that the cause of the disaster could be a human factor.

- The version of a terrorist attack cannot be ruled out, but I'm not sure about that. Rather, there is a chain of events of a technical nature. And the human factor may be present. Because if you look at the world statistics of recent disasters, you can see that it is the human factor that is increasingly present there. Previously, this was less.

SP: Why is that?

The development of the aviation industry does not stand still. New types of aircraft with reliable systems of air navigation equipment are emerging. But since the flight recorders have already been found, the exact cause of the disaster will soon become known.

"SP": - But in Russia, according to statistics, disasters happen more often ...

Disasters happen everywhere. Equipment failures, piloting errors occur everywhere. Somewhere a little more, somewhere a little less. Russia is not fundamentally different here. But safety in any airline comes first. All standards are “sharpened” for this. Then economy, regularity, and so on. By the way, air transport, according to statistics, is the safest transport in the world compared to rail and road transport.