Tu 134 crashed in Russia
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With the nuclear men - I think nah. Who would bother. It is not a strange co-incidence, as if there are many of them left in the country who can build a nuclear power station :o)) All old Soviet anyway, not much choice :o) There was some equipment bought for Petrozavodsk, which they flew to check, what is bought. Ordinary.
One would say don't fly 31 year old TU, that spent 1.5 years standing still before the flight, and is not on his regular flight, on tops, but is fished out from nowhere last minute replacing the line standard one (Bombardier), in fog, about which the control tower man told his wife going to work
"I won't allow tonight to land even a crow", with the pilot who hasn't been on holidays for 3 years doing charter flights, and other interesting details emerging.
One would say don't fly 31 year old TU, that spent 1.5 years standing still before the flight, and is not on his regular flight, on tops, but is fished out from nowhere last minute replacing the line standard one (Bombardier), in fog, about which the control tower man told his wife going to work
"I won't allow tonight to land even a crow", with the pilot who hasn't been on holidays for 3 years doing charter flights, and other interesting details emerging.
I am presuming, from piecing elements together, that this was actually the RusLine flight No. 243 daily schedule from Moscow (and operating pretty much on time), but the regular CRJ had been replaced on this day by a subchartered Tu134 from RusAir (any connection ? Possibly not).
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the regular CRJ had been replaced on this day by a subchartered Tu134 from RusAir
Also this airfield is (as Smolensk, agian
) half military.
CFIT
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Interfax today post that all CVR was fully decoded. But most inetersting part is "as was mentioned before, CPT was not in the cabin at the time of incident".
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Final report published (in Russian).
http://www.mak.ru/russian/investigat...t_ra-65691.pdf
"The reason for the crash of the Tu-134A RA-65 691 during the approach in the conditions worse than weather minimums of the airfield, aircraft and Captain, was the failure of the crew to make the decision to go-around and descending the aircraft below the minimum safe altitude in the absence of visual contact with approach lights and landmarks, which led to a collision with the trees and the ground in controlled flight.
Contributing factors were:
- Poor communication in the crew and resource management (CRM) from the Captain in the performance of the approach, which expressed in the subordinance of the Captain to the navigator's instructions, who was in a mild degree of alcoholic intoxication, and the missing of any activity of the FO on the final stage of the emergency flight.
- Flight navigator being in a state of mild intoxication.
- Unjustified weather forecast 18:00 06/20/2011 03:00 06/21/2011 and the forecast for landing from 19:00 to 21:00 06/20/2011 by height of cloud, visibility and severe weather - fog, as well as the discrepancy transferred to the crew for 30 or 10 minutes before the landing of the weather at the airport Petrozavodsk actual weather that occurred at the time of SARS in the OMB-LMM INC = 12 °.
- The failure of the crew to check the ARC and other devices for integrated control of aircraft on final, while using information navigator satellite navigation system KLN-90B (in violation of the Flight Manual Supplement for the Tu-134 (see Section 4, paragraph 0.11)). "
http://www.mak.ru/russian/investigat...t_ra-65691.pdf
"The reason for the crash of the Tu-134A RA-65 691 during the approach in the conditions worse than weather minimums of the airfield, aircraft and Captain, was the failure of the crew to make the decision to go-around and descending the aircraft below the minimum safe altitude in the absence of visual contact with approach lights and landmarks, which led to a collision with the trees and the ground in controlled flight.
Contributing factors were:
- Poor communication in the crew and resource management (CRM) from the Captain in the performance of the approach, which expressed in the subordinance of the Captain to the navigator's instructions, who was in a mild degree of alcoholic intoxication, and the missing of any activity of the FO on the final stage of the emergency flight.
- Flight navigator being in a state of mild intoxication.
- Unjustified weather forecast 18:00 06/20/2011 03:00 06/21/2011 and the forecast for landing from 19:00 to 21:00 06/20/2011 by height of cloud, visibility and severe weather - fog, as well as the discrepancy transferred to the crew for 30 or 10 minutes before the landing of the weather at the airport Petrozavodsk actual weather that occurred at the time of SARS in the OMB-LMM INC = 12 °.
- The failure of the crew to check the ARC and other devices for integrated control of aircraft on final, while using information navigator satellite navigation system KLN-90B (in violation of the Flight Manual Supplement for the Tu-134 (see Section 4, paragraph 0.11)). "
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Contributing factors were:
- unsatisfactory crew resource management by the commander who effectively removed the first officer from the control loop in the final stages of the accident flight and who subordinated himself to the navigator showing increased activity however in the state of mild alcoholic intoxication.
- the navigator was in the state of mild alcoholic intoxication
- unsatisfactory crew resource management by the commander who effectively removed the first officer from the control loop in the final stages of the accident flight and who subordinated himself to the navigator showing increased activity however in the state of mild alcoholic intoxication.
- the navigator was in the state of mild alcoholic intoxication
I wonder why everyone yells when some people shout the obvious about drunken Russian pilots.
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Percent Blood Alchohol Units Question
0,81‰
I think you would be dead at 0.8% blood alcohol content.
???
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yes this ‰ is the "per mil" sign, which is is 1/10 of a percent
PS:
.08 BAC may be borderline legal under the very generous US law but driving in this condition is NOT a good idea
PS:
.08 BAC may be borderline legal under the very generous US law but driving in this condition is NOT a good idea
Last edited by vovachan; 19th Sep 2011 at 14:55.
Russian air crash navigator was drunk
One of the pilots at the controls of a Russian passenger plane that crashed in June killing 47 people was drunk on the job, an investigation has found.
One of the pilots at the controls of a Russian passenger plane that crashed in June killing 47 people was drunk on the job, an investigation has found.
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Less than three months to final report. Makes you wonder why it takes others so long.
yeah, drunk navigator, pilot bust minimums causes crash. end-of. what a load of tosh.
What about the systems that let those people be there with that attitude? what about the society that thinks drinking on the job is normal? etc etc etc.
A decent air accident investigation system that finds the real systemic causes and a culture and society that addresses them is why most of Europe, the US and others have a very good aviation safety system.
Russia has none of those attributes and has the worst, or very close to the worst, aviation safety record on the planet.
I utterly detest the following phrase as its used by all the elf-and-safety idiots but "safety is no accident" is a fairly relevent phrase.
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The report is actually quite revealing. The captain had a hard landing classified as an incident for which he was supposed to be busted down to f/o but in the end he just quietly resigned with a clean record. Found another job, new employer none the wiser. The medical pre-flight check which might have caught the navigator, happened only on paper.
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Speed of Accident Reports
Less than three months to final report. Makes you wonder why it takes others so long.
I was recently struck by how quickly the accident report of Northwest 2 was issued in 1938. It involved a brand-new Lockheed Super Electra that lost the upper parts of its vertical stabilizers near Bozeman, MT, due to flutter, and crashed in a flat spin. The investigators were confronted with the proverbial smoking hole, yet the final report was presented to the Bureau of Air Commerce only 19 days after the accident.
During that interval, the investigators made a site visit, identified that components were missing from the accident scene, interviewed eye witnesses, collected data on the flight and the crew, oversaw a series of tests at the manufacturer to confirm the suspicion that flutter was the cause, developed a correction with the manufacturer and tested it, held four days of public hearings, agreed on a cause, and wrote the report.
This was before CVRs, FDRs, computer models, entrenched politics, bureaucracy and lawyers. I guess life was simpler in those days.
Last edited by ST27; 20th Sep 2011 at 12:29.
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Sorry to be so uninformed but would someone please explain to me what a "navigator" is on a Russian airliner. Where does he sit, what are his qualifications/training, what is his authority with relation to the Captain? What exactly does he do? Why is this person necessary at all?
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We seem to be regressing.
I was recently struck by how quickly the accident report of Northwest 2 was issued in 1938. It involved a brand-new Lockheed Super Electra that lost the upper parts of its vertical stabilizers near Bozeman, MT, due to flutter, and crashed in a flat spin. The investigators were confronted with the proverbial smoking hole, yet the final report was presented to the Bureau of Air Commerce only 19 days after the accident.
During that interval, the investigators made a site visit, identified that components were missing from the accident scene, interviewed eye witnesses, collected data on the flight and the crew, oversaw a series of tests at the manufacturer to confirm the suspicion that flutter was the cause, developed a correction with the manufacturer and tested it, held four days of public hearings, agreed on a cause, and wrote the report.
This was before CVRs, FDRs, computer models, entrenched politics, bureaucracy and lawyers. I guess life was simpler in those days.
I was recently struck by how quickly the accident report of Northwest 2 was issued in 1938. It involved a brand-new Lockheed Super Electra that lost the upper parts of its vertical stabilizers near Bozeman, MT, due to flutter, and crashed in a flat spin. The investigators were confronted with the proverbial smoking hole, yet the final report was presented to the Bureau of Air Commerce only 19 days after the accident.
During that interval, the investigators made a site visit, identified that components were missing from the accident scene, interviewed eye witnesses, collected data on the flight and the crew, oversaw a series of tests at the manufacturer to confirm the suspicion that flutter was the cause, developed a correction with the manufacturer and tested it, held four days of public hearings, agreed on a cause, and wrote the report.
This was before CVRs, FDRs, computer models, entrenched politics, bureaucracy and lawyers. I guess life was simpler in those days.
Last edited by HarryMann; 25th Sep 2011 at 23:59.