What will happen if the flap is not released. "Commander, we fall!" Why did the crew in the last seconds spoke about the flaps? Main types of closed

On Tuesday, Moscow was delivered to the main "black box" of the Tu-154 in Sochi. The "Life" edition of the decoding, the authenticity of which was not officially confirmed, but it followed that the crew had problems with closed. And the source of Interfax, in turn, stated that Tu-154 could have crashed because of the "dumping" when the lifting of the wing was insufficient to take off.

"According to preliminary data, the closure worked aboard, as a result of their unheard, the lifting force was lost, the speed was not sufficient for a set of height, and the plane fell," the source said in the operational headquarters at work at the scene.

"New Gazeta" asked experts to comment on the version with the flaps.

Andrei Litvinov

pilot of the 1st Class, Aeroflot

- The flaps are very critical. We ( pilots — ed.) At the very beginning, it was assumed that this is a flap - as soon as it became clear that it was not fuel and not the weather. There were several versions - technical, piloting error. But it can be both. The technical problem pulled the piloting error.

The flaps are needed only for take-off and landing - the wing area increases, the lifting force increases, therefore, the aircraft needs a smaller distance of the runway than without a flap. Take off with the flaps, you pick up the height, the flaps are cleaned. But they may not be removed, if something broke, or they are removed not synchronously - one faster, the second is slower. If they are not removed at all, it is not scary just, the plane flies and flies to himself. He does not go to dive. Just the commander reports to Earth that he has such a technical problem, returns to the airfield and sits down - with the released flaps, as it should be found at the regular landing. And engineers are already understanding what kind of problem.

But if they are cleaned incomprehensible, then the plane falls away, that's what is scary. On the same plane of the wing, the lifting force becomes greater than on the second, and the plane begins to roll and the ability to fall as a result. If the plane falls around, picks up, starts to lower the nose, the crew instinctively begins to pull the helm on itself and increase the engine mode - it is absolutely normal. But the pilot must control the spatial position of the aircraft.
There is a concept - the critical angle of attack. This is an angle at which the air begins to break off the wing. The wing becomes at a certain angle, its upper part does not strengthen the air, and the plane begins to fall, because he does not hold anything in the air.

I flew at Tu-154 8 years. I did not have situations with the flaps, there were minor refuses, there was nothing serious. A good reliable aircraft at one time was. But it was 25 years ago. This is a product of its time. In Aeroflot, all new aircraft - we fly on Eirbasa, on Boeing. And the Ministry of Defense flies on Tu-154. Yes, you need to make your planes, yes, but let it take at least super jet. On modern aircraft there are a lot of protection systems, it is actually a flying computer. If some situation happens, the automation does not give the aircraft to fall, very helping the pilot. These same planes are all in manual mode, everything is in manual control. But this does not mean that he must fall, it must be technically correct. It must undergo maintenance. Question to technicians - why such a breakdown seriously happened to this aircraft. Anyone can be mistaken. The crew has experience, was, but military pilots are in principle a little fly. A military pilot flies 150 hours a year. And civil - 90 hours a month.

I could still work out suddenness, I did not expect such a development of events, I didn't have enough reaction to cope. This does not mean that they are inexperienced. Do not forget that time was 5 in the morning. The best sleep, the body is relaxed, initially the inhibited reaction. We have long been saying that you need to ban nightlets or minimize them, you must strive to fly during the day, so many European companies do.

We still need to remember that a heavy plane was, the full fuel tanks, cargo, passengers. Time to make a decision was a bit. They did not have time. This situation, of course, should be worked out. I do not know how in the army the training of flights goes, but we have been implemented in Aeroflot. There is an action algorithm for every freelancer. Everything is infinitely practiced on the simulator. Was this crew on the simulator when? If you were on the simulator, did specific exercises on the closures work? We are waiting for answers from the investigation.

Source close to the investigation

- Now all technical investigation is conducting the Ministry of Defense. This military board - the decoding of the recorders is engaged in the Institute of Air Force in Lyubertsy, and all the recorders, aggregates, systems reversible to Lyubertsy. The flaps is not critical, but in principle the controlled and managed situation. There is an actions algorithm with a distance or irregular position of the flap. The pilots are engaged in everything, on simulators, including, for every freelance case, the flight composition works out the moments, as it should be done, as needed to control the aircraft. Each aircraft has its own specificity, algorithms are designed for Tu-154. You can assume a combination of technical problems and human factor, but information is still not enough.

Vadim Lukashevich

Independent Aviation Expert, Candidate of Technical Sciences

- The conflict of the flap is not a disaster. This is a very unpleasant event, but nothing terrible from this should not happen. And to the catastrophe in the Black Sea, in my opinion, led the coincidence and crew action.

The essence of the meaning of the flap of the aircraft is to increase the lifting force of the wing at small speeds. As the wing works - the higher the speed, the greater the lifting force. But when the plane takes off the speed is still small, as well as during the planting process. And so that when the speed falls, the lifting force is not reduced, the flaps are issued affected by. We also need to understand that when the closure takes off, it is not extended as much as when landing. When charging the aircraft on the flap band already released, and at the time of the takeoff, the chassis that braking the machine is consistently removed, and the flaps that interfere with the speed of the aircraft are cleaned and removed after 15-20 seconds. In addition to lifting strength, they still create an additional air resistance and an additional recurring moment - when the plane "wants" to lower his nose.

What happened at the time of the catastrophe? A heavy, loaded plane, filled with fuel takes off, the pilots remove the flap, but for some reason it does not work. In theory, you can normally continue the flight and in such a state, without dialing speeds, you can turn around and go to the landing to eliminate the problem. You can sit down with such a position of the flap, just the touch speed will be higher and it will not be very simple. But here it was obvious that such a decision was not. Perhaps the problem with the flaps not immediately noticed immediately, and seeing the plane begins to lower the nose, and the words were pronounced, deciphered from the recorder.

The preliminary data for decrypting "black boxes" reduced the number of versions about the causes of the Tu-154 catastrophe. It could be a piloting error or a breakdown of the aircraft.

Read also 21:13 December 27, 2016 Deciphering the last minutes of the life of the pilots published Life. It is known that at first the pilot reports that the speed of 300, take the racks. Then the sharp signal sounds. One of the pilots exclaims: "Floor, with * ka!". And then the cry sounds: "Commander, Fall!".

The exact causes of the investigators will be installed. In the meantime, experts put forward options because of which board could collapse into the sea. "Snob" found out how Tu-154 takes off and why the closures are needed, about which pilots shouted before death.

How the Tu-154 plane takes off:

First, the pilot receives permission from the dispatcher.
- The pilot turns off the brakes, opens the flaps, the aircraft is gaining speed.
- The speed of 260 km / h begins the rise of the front wheel of the chassis.
-The speed of 300 km / h - the plane is broken away from the take-off strip.
-After detachment of 5 meters the chassis is cleaned.
-No 120 meters away the plane changes the position from the take-off 20 degrees of inclination to 15
- The speed of 360 km / h remove the flap. The stabilizer from the take-off position goes into flight. The aircraft aligns the degree of inclination to 0.

Why do you need a flap and what could happen to them

The flaps are special devices on the back of the aircraft wing. They are symmetrically located rejected surfaces.

The plane is removed from the ground only when the lifting force exceeds the aircraft weight. For this, the flaps are needed. They change the configuration of the wing, due to which the lifting force increases, and the speed of takeoff and landing is reduced.

On the Tu-154, the flaps could be removed incomprehensible - one of them could swam. It could cause an uneven increase in lifting force.

Opinion expert

Read also 20:04 December 25, 2016
According to the deserved pilot of the Russian Federation, Konstantin Mishina, a flight of Tu-154 pilots was 3 thousand hours. This is a lot for the fighter, but for transport aviation of international flights this is not enough. Tu-154 is a good aircraft, but requiring the qualifications of the commander and crew members above average.

The expert reminds you to take off and sit the aircraft better against the wind. But the Sochi airport is complex in this plan - the wind blends there on all sides. With a set of height, the passing wind could strengthen and blow in the tail, the speed fell, and the centering was the front. Tu-154 with a special moment with a center - the aircraft has a fourth tank with fuel ahead, which helps to reduce the center of gravity forward. It is very dangerous.

"The pilot kept the steering wheel at the limit, but still there was a touch of aquatic surface," explains Konstantin Onochin. - Why is such a scatter of the aircraft remnants? It's like throwing pebbles with a pancake on the lake. So the plane is also a few blows on the water, and then under the water. Sorry for the guys, they fell into a very difficult position, from which it turned out to be impossible. "

Also, the opinions of pilots appear that the pilots could be mistaken and instead of the chassis to remove the flaps.

Note that while all versions of specialists are alleged. Accurate and official cause will be called after studying all the facts of the catastrophe.

The parametric onboard recorder of the victim of the crash near Sochi Tu-154 was preserved in excellent condition, and experts are preparing for the calculation of the aircraft fragments collected at the bottom of the Black Sea. In the media, with reference to the decoding of a speech recorder, various versions of the causes of the fall of the liner are put forward. The surveyed "newspaper.ru" experienced pilots tend to the version with a violation of the aircraft centering, possibly due to the incorrect distribution of passengers in the cabin.

The second onboard recorder of the victim of the Tu-154 aircraft is preserved in excellent condition. At least, so its condition was assessed with primary inspection. This was announced on Wednesday by the TV channel "Russia 24" Senior Engineer of the Commission for the Investigation of the catastrophe Dmitry Popov.

"The condition in appearance is excellent - thermally damaged thermal insulation and armored personnel. Even the fact that the handles are in place, this is the first sign that, probably, if there was no exposure to salty water, then the magnetic tape should be in excellent condition, "said the specialist.

He clarified that this is a parametric recorder, which was installed in the tail of the aircraft. This device, like the first-detected "black box," will be delivered to the Air Force in Lyubertsy near Moscow.

In addition, in the coming hours in Sochi, it is planned to start the calculation of fragments of a broken aircraft. To determine the circumstances of the catastrophe on Earth, the real outline of Tu-154 will be outlined, for which the playground is already being prepared, the sources in the power structures reported TASS.

Earlier, the source of the agency reported that only more than 1.5 thousand fragments and fragments of the aircraft were detected during the search operation, about a third of which are about 570, it is already raised to the surface.

- ... speed 300 ... (illegible.)

- (illegible.)

He took the racks, commander.

- (illegible.)

Wow, E is my!

(Sound signal sounds.)

Clasp, with ... and what for *****!

High rise meter!

We ... (illegible.)

(Signal sounds about dangerous rapprochement from Earth.)

- (illegible.)

Commander, we fall!

In the authenticity of this dialogue doubts the head of the Flight Testing Center of the Research Institute of Civil Aviation, Tu-154 Testor, Hero of Russia Ruben Yesayan.

"By the aircraft Tu-154 no one says" took the chassis "or" took the racks ".

After takeoff at an altitude, no lower than 10 meters, the commander gives the "Remove Chassis" command. The chassis crane is closest to the second pilot. The second pilot takes this crane, understands, immediately the alarm is triggered, the scoreboard is extended that the chassis is released, and then the inscription lights up that the chassis is removed. Everything. So all these dialogues are inventions of some writers, "Esayan insists.

According to him, the flaps on the Tu-154 aircraft are included in the control system, and all aircraft management systems have double, and sometimes triple redundancy. If some refusal occurred, spare systems will work. "Failure - and everything turned off and cut off ... In aviation it does not happen.

And if the pilot allegedly shouted "commander, closure!" - This does not mean that the reason is in them, "the pilot-tester concluded.

An experienced Tu-154 pilot, who wished not to call his own behalf, told "Gazeta.Ru" his version of what could happen to the plane.

According to the specialist, the chassis is removed when the aircraft is at an altitude of 15-20 meters. At this point, a small front-line aircraft occurs, which is removed by the trimmer - a compensating device. In Tu-154, this is the mechanism of the effect of trimmimation (MAT), which adjust the tightening in the springs system while holding the screw column from deviations. To control MET, switches are used on the handles of the coporval, when they turn on, the screw column is moved smoothly to the position specified by the pilot.

At an altitude of 100 m and at a speed of approximately 400 km / h, there is a cleaning of the flap, produced during takeoff at 25 degrees. This operation is performed by a berthorer. He can stop it at any time, especially in cases where the cleaning of the flap is not synchronously.

When cleaning the flap, the pilot feels stretching efforts on the steering wheel, as the lifting force of the aircraft decreases. These efforts are also steamed trimming so that the aircraft "did not hang on his hands." With increasing speed and increase in lifting force, on the contrary, there are crushing efforts on the steering wheel, which are removed by the "return of trimmer from themselves."

"If the commander shouted" closure! ", It is quite possible that such graceful efforts arose on the steering wheel, which could not be parried by trimming the ship's commander," the pilot explains.

As the interlocutor of Gazeta.Ru suggested, perhaps on the plane, the centering was broken. "Why didn't it affect when taken over in Chkalovsky and landing in Adler? Then, it is quite possible, all passengers placed closer to the nose of the aircraft, and already in Adler they were rushed at their own wishes.

Borttehnik simply did not wake them up and transplant closer to the nose. It is possible that this was quite enough to create the rear centering of the aircraft and catastrophic consequences, "the pilot explained.

He recalled that thus crashed Tu-104 with the command of the Pacific Fleet in 1981 in Leningrad.

Then, according to Lieutenant General, the Honored Military pilot and the former commander of the Air Force and air defense of the Baltic fleet of Viktor Sochene, which he told in the "Independent Military Foreign Foreign", who came "very not in the Spirit" the Commander Tof wished to fly in his salon in the front of the aircraft by oneself. With a dozen people put "in the tail", although it was necessary to do everything exactly the opposite, and then back to the places only after takeoff.

The crew commander calculated that he could cut the machine with a small angle from the runway at speeds greater than the calculated with the maximum maximum allowable deviation, but the papers rolled over the passage after the start of the run of the papers led to the center of the centering for critical limits, and the machine lost control.

"The plane is" pharmaceutical scales "whose rocker lies on a certain conditional, very small in the width of Bruke.

And it (rocker) is parallel to the earth (and does not fall) only if there are approximately equal masses on both bowls of the scales. Brous width in this example and there is a permitted "gap" between the extreme-front and extreme-rear centers, "the sketch wrote.

The interlocutor Gazeta.Ru is familiar with the preliminary results of the investigation refused to talk about the versions of the catastrophe, but clarified that no overload of Tu-154, like heavy loads on board in principle, was not. According to him, in addition to musical instruments and a small number of boxes with a humanitarian cargo, which took with him Philanthropod Elizabeth Glinka, there was nothing in the plane.

"As it has always been, the best were taken there and got the best, and I think that it will be," the minister said.

In Wednesday, it became known that Russian President Vladimir Putin changed the format of the traditional New Year's reception in the Kremlin after the Tu-154 crash. "You know what happened to us, what a tragedy recently. Therefore, I want to change the traditional reception in honor of the new year, so that he wore a working character, "Putin's words quotes RIA" News ".

The Tu-154 military transport aircraft, which was heading to Syria from the Chkalovsky airfield near Moscow and failed in the Black Sea after refueling in Adler in the morning of December 25, there were 92 people on board - eight crew members, eight servicemen passengers, two federal civil servants of the Ministry of Defense , 64 artist of the Alendrov's song and dance ensemble of the Russian army, nine journalists of federal TV channels and head of the Fair Help Charitable Foundation Elizabeth Glinka, known as Dr. Lisa.

Published on 12/28/16 14:16.

According to experts, there were such cases when instead of the "Clasp-15" mode, the switch was not randomly set to the position.

As previously wrote, the preliminary results of the decryption of the onboard recorders of the Tu-154 aircraft of the Ministry of Defense of Russia have shown that the development of an abnormal situation on board occurred by the airliner. Journalists of the Moscow Komsomol Center asked experts to comment on the airliner occurred on board.

According to one of the experts, if the mismatched release of the flaps is happening, then the encoding of the flap remains in that position in which it is stuck.

"I.e intCBEE The system cuts off all the electric motors that are used for the release and cleaning of mechanization (closures). At the same time, a serviceable flap, this tracking system produces, or removes exactly the same angle on which the jamming of the flap remains. Some in connection with this there was a question: is it possible that the broken "TU" was so old that was not equipped with such a system? Not. I flew on this plane and I can say that only on the very first Tu-154 it was not. Later, airplanes went with the designations of Tu-154a, then "A-1", "A-2", then - Tu-154 B, etc. Latest modifications with the designation "M". And at all this system stood. So why is one of the crew members in their last words scolding a flap? I think he just realized that he had made a mistake, "said the specialist.

The expert notes that in this aircraft, the wavelength and release switch is above the windshield of the crew cabin. In the event that the ship's commander pilots, the mechanization releases the second pilot, and if the second pilot pilots, the switch is already running the commander.

"In the switch there are such grooves where the switch is stopped in three different positions:" Clasp-15 "," Clasp-28 "and" Claps-45 ". And when the commander rolls over to takeoff, it gives the command:" Claps-28 " . The second pilot puts them into the take-off position. The plane (this is true, depends on the flight weight) leaves from the ground at a speed of 270-290 km per hour. Then, when he needs to cross the height of 120 m and go higher, it accelerates until the speed is not Less than 330 km per hour and then a team is given for cleaning mechanization. That is, from the position "Clasp-28", their switch is set to the "Closure-15" position. And the aircraft continues to overclock the aircraft. But there were such cases - especially if the swollen in Air - when, instead of "closure-15", the switch accidentally, by mistake, was set to "0". This is, of course, the assumption, but imagine: from the "28" flaps are immediately removed on "0". And while the flight speed is on "Clean wing", that is, when the mechanization is already fully removed, it is not provided. As a result with The amoper goes to the critical angle of attack, in which it is possible to fall into the corkscrew. If something like this happened, it can definitely be regarded as a crew error, "he stressed.

Another expert somewhat differently described the possible situation on board the victim of the Tu-154 wreck.

"If the flaps began to be removed not synchronously, then the case is not that there is not enough lifting force. It is enough. It is just the difference in the lifting forces on the left and right half-round leads that the corner of the roll is intensively developing. If you immediately do not react, Now, you can't do anything further, as the speed is growing and, accordingly, the difference of the lifting forces on the semi-closes is growing, and even the stroke of the steering wheel is not enough to compensate. That is why mechanisms that limit the cleaning of mechanization, if its mismatch is determined. However, judging To decipher the negotiations, which appeared in the media, there may have been even worse: the pilots instead of the chassis removed the flaps ... and they were killed. In this case, there are no options there without options ... "," he said.

The onboard equipment of the aircraft Tu-154 of the Ministry of Defense of the Russian Federation worked abnormally, this was announced by the Minister of Transport of Russia Maxim Sokolov. According to the investigation, the last flight of the aircraft lasted about 70 seconds, during which time the liner rose to a height of 250 meters at a speed of 360-370 kilometers per hour.According to the minister, the first data of the examination may appear in January, the final conclusions about the causes of the disaster will be done after black boxes are decrypted.According to preliminary data analysis, the reason for the development of an abnormal situation on board was the problem with flaps.

The main versions of the crash for The Insider commented on the independent aircraftpers, ex-designer of OKB "Dry" Vadim Lukashevich.

Version 1: Failure of the flap or appliances determining speed

Technically version with flaps flawless, unfortunately, such problemsnot very often, but there are. INthis case most likely there was a regabilities of closed, this is a very unpleasant situation, but not a disaster. And that is why, probably, the pilots did not perceive what was happening as something extraordinary, and the alarm was not filed.

Before the rise, flaps on the right and left wing are put forward, they serve to increase the wing lifting force at low speed. After leaving the aircraft, the chassis is first cleaned, and then after 15-20 seconds, the cleaning of the mechanization of the wing begins, including closures. Speed \u200b\u200bis growing, and as it increases, the lift force is also increasing, and the flaps create both resistance and a peak moment.

That is, with an increase in speed, if you do not remove the flaps, the plane is trying to lower the nose. The following happens: the aircraft is gaining speed, the pilots begin to remove the flaps, but for some reason they are not cleaned. Cleaning synchronization occurs - it is very important because they should be either removed, or released into some position, but necessarily on the right and left wing, otherwise one wing lifting will be more than the other, and the plane is just a tip.

Suppose there is a certain problem, the flaps are not cleaned, and this is a completely solved situation, because in this position it can be fixed, not to increase the speed, and try to turn around, go to the landing and sit down. The plane also sits with the release of flaps, while they are released even stronger to go to the landing position. If the pilots immediately decided to sit down, then the flaps could not be removed.

It is obvious that the situation developed very quickly, the crew did not have a stock in a speed, nor in height, and since the plane as the speed gained began to lower his nose, the pilots could take the steering wheel on themselves, thereby increasing the angle of attack, and go to Spreaming its angle and dumping.The plane fell, she asked the back and hit the onboard part of the water.

The fact is that the lifting force of the wing occurs at very small angle of attack - it is the angle between the longitudinal axis of the wing cross section and the oncoming air flow. The angle is small, several degrees. Moreover, as this angle increases, the lifting force is first grows almost linearly, and after some value, called the critical angle of attack, it almost disappears, falling to zero. That is, the wing ceases to lie in the way, as it is intended, the flux breaks down and everything, the plane fails. They could just jump out at this critical angle of attack. For aircraft of such a plan, this is about 11, 12, 13 degrees - it is necessary to watch more specifically on the documentation.

In the cockpit there is a signage, a warning pilot about approaching the critical angle of attack and sound alarm, the aircraft in this situation begins to behave very badly. It begins shaking because of the breakdown of the flow from the wing, and the plane warns that it would be bad next. Perhaps the situation developed quickly, and pilots automatically instinctively twisted the steering wheel on themselves so as not to fall the nose.

There is another option - the track speed is also determined by the pressure of the oncoming air, and if this system was faulty or worked with failures, then the pilots could fly the current speed of the aircraft inadequately.

The pilots could be in confidence that the speed of the aircraft is more than it is, and just raised her nose, believing that it was enough.

They could be in confidence that the speed of the aircraft is more than it is, and just raised their nose, believing that it is enough. And in fact, the speed is small, so this stream occurs, and they arise and hit the surface of the water. In this way, Or pilots simply straightened the situation, or they were confident that they have a speed reserve.

Problems with flaps happen on this type of aircraft, and in general in aviation. The more correctly the aircraft is serviced, the less likely such cases. TOregret, if this version is true, then all these people died due to an unsuccessful coincidence.

That is, at first there was a technical problem, and it was wrong than pilots. In aviation incidents, different factors are superimposed by one on the other, with each of them separately does not lead to a catastrophe. Here you do not need to forget that at the pilots it was already the second night flight: they flew out of Chkalovsk, spent two and a half hours in the air, then sat at Adler at the airport - not the easiest airport, they were refueling there and again flew.

It is necessary to understand whether appliances were working correctly or it was a purely flying error. It is necessary to test the testimony from the parametric recorder, which registered several dozen flight parameters - as systems and so on worked. M.the oglo happens that the engines lacked and the thrust of the engines is, this is another factor that could be wrong. At least the plane took off normally, and there was no information about the information of the engines. The problem with the flaps, that is, the technical problem was a trigger for the further development of events.

Version 2: The crew members mistakenly removed the flaps, and not the chassis:

Until now, we talked about one of the possible scenarios - it was a technical reason related to the flaps: they remained in their take-off position, when the aircraft speed set began to appear a dive moment, the pilots pulled the steering wheel on themselves, went to the critical angle of attack, the plane asked and fell.

But the fact is that all our arguments are built on deciphering a speech recorder, published by the Life channel (and the authenticity of which is not obvious), on the records, the pilots allegedly shouted: "Floor!", And then there was a sound alarm for the exceeding angle of attack, and the last cry Was: "Commander, we fall."

This cry "Floor!" (if he occurred at all) you can interpret otherwise: the pilots made a coarse error, and together the chassis removed the flaps.

What is usually happening: when the plane rolls out, starts running around the band - the flaps are released during the take-off position. The brakes are released, the engines are included on the maximum thrust, the plane is running out, and to achieve a certain speed, the commander makes a decision on the takeoff and takes the steering wheel on itself.

First, the front rack is broken, then the main racks, and the plane is broken away from the runway. It takes off, and literally immediately, after 3-5 seconds, the chassis cleaning occurs. The chassis should be cleaned somewhere by reaching a height aircraft 100-120 meters. And then it flies with a set of height, and a few hours after a break from the strip at a height, several hundred meters of the flap begin to interfere and their cleaning begins.

The sequence of crew action during takeoff is as follows: first, immediately after the break from the strip, the chassis is removed, and then, after some time, the seconds of 20-40 seconds, the wing mechanization starts to be removed and the flaps are removed.

The flaps are removed, which we have from the back of the wing, and at the same time on the Tu-154 the foresters are small on the front edge. At the same time, the stabilizer, a horizontal small ward in the tail at the top of the keel, passes from the runway into normal.Another important point: the chassis is removed rather quickly, in 3-5 seconds, hydraulic drives, cylinders, and the mechanization of the wing, the flaps, including - are removed for a longer time, about 15-20 seconds.

And the problem is that in the cockpit of the handle of the chassis harvesting and harvesting of the flap is not far from each other: the chassis cleaning - this handle is located on the top panel above the right pilot, and the handle of the cleaning or release of the flaps is also on the top panel, but between the pilots, That is, on the central console between them. Thus, the chassis is responsible for the second pilot, and both pilots can reach the closure lever, but by different hands.

Despite the fact that the levers are near, they have a different form, and in order to remove the chassis or flaps, you need to move these knobs in different ways.

Despite the fact that the levers are near, they have a different form, and in order to remove the chassis or flaps, you need to move these knobs in different ways. Nevertheless, they are close to each other, and beginner pilots are sometimes mistaken. Experienced pilots, of course, do not make such mistakes, but, as they say, it happens to the old woman. This is a rough mistake, but we cannot exclude it.

If we assume that the crew, the second pilot, or some of them by mistake instead of the chassis removed the flap, then the theoretically the picture is similar to what happened later: the aircraft accelerates, it takes away from the strip, passes 5 flight seconds, and you need to remove the chassis. At this point, the crew instead of the chassis removes the flaps.They are not removed immediately, so the crew cannot immediately understand that something goes wrong. Passes 15 seconds, maybe even 20 - something buzzes, and there is an illusion that the flap is slowly drawn. Giving the team to clean the closed, thinking that they remove the chassis, the crew after 15 seconds begin to understand that there is a problem. They can't dial height, because they lack lifting power. Another chassis is hanging down at the bottom and slows down the plane, that is, the lifting force of the wing fell, and the resistance did not disappear. And then the plane begins to see.

We proceed from the fact that they had only two minutes from obtaining permission to take off. It takes 3-4 seconds, they remove the aircraft from the brakes, run out of the strip of seconds 30, followed by 5 seconds, then begin to remove the flaps instead of the chassis, it happens again 15. 15.

They begin to understand that they happen, literally a minute from the moment they were allowed to take off, that is, half of these two minutes, which they are released to the end.Moreover, it is not the night, there is no visual contact with the horizon, they fly according to the instruments, feelings. And when they understand that there is a problem that the plane is not gaining height - they spend some time on understanding the situation. And here they understand that Instead, the chassis removed the flaps, and the phrase sounds: "Damn, closure!" Her meaning is not thatthey are not removed, but in the fact that they are simply not. INthis moment, obviously, they begin to try them again.

The flaps are produced in the same way, in reverse order, but the same 15 seconds, and until they released - the lift force of the wing does not increase, and the plane falls.They seek and, trying to somehow lift the lifting force of the wing, pull the steering wheel on themselves, go to the core corners of the attack, there is a sound alarm in the cockpit, and they fall.

We do not participate in the investigation, do not consider the debris, do not know what is happening there in Sochi, but some part of the information still gets to us from the media. When the day before yesterday, I got the chassis from the bottom of the flooded, it was clear that the chassis was not on the castles. The fact is that the position of the chassis is always fixed by locks.There are castles of the reinforced position, there are castles of the released position. The latter fix the chassis in the parking lot and during the taxiings so that they do not work out and the plane did not fall on the belly. And in flight, they are also fixed, because the chassis is a hard thing with wheels, and the plane in flight rolls, raises the tail, lowers it, he chats if the chassis is not fixed inside the niche, they will swing there and beat about the wall, about the ceiling .

On the video, which we was shown on TV, it can be seen that the chassis was not standing on the castle of the reinforced position - it is first, and, secondly, the sash niche chassis was absent. This gives reason to assume that at the time of the blow of the water chassis were released.

The chassis did not stand on the castle of the removed position and the flaps were not, with a strong impact of the surface of the water, open racks simply take off.

The sash was not, with a strong impact of the surface of the water, the open racks simply take off. Video, of course, poor quality, correspondents are not allowed to place, but what can be seen can be interpreted this way: at the time of the blow of the water chassis were released. There is also a photo of the rise of the part of the wing with the flaps, it can see that the flap is removed.

It turns out that the plane after 2 minutes after the start of the runway has the chassis that do not stand on the castle of the removed position, and in the fragment, the flaps can be seen that they are already folded, but should be the opposite - shthe Assi should stand on the castle of the reinforced position, and the flaps should not be completely removed, but released in whole or in part.

I emphasize that the photo is not very high quality, the video is even worse, but nevertheless. This, of course, is a gross crew error, I don't want to believe in it to believe, but the phrase: "flaps", told by pilots, confirms this mistake.Clarity will come when the parametric recorder decrypt, whether the team was cleaning the closed, and if it was, in which position they were.

According to information that appeared today, it is also clear that on the right engine there are damage to the fan blades, it is said that it is not a bird. But I think that it is damage to the blow of water, because otherwise you have to assume that the plane took off with the blades of the fan from Chkalovsk. This is generally something blatant, the plane, as we were told, before departure from Chkalovsk, carefully insistently, He took off and flew to Sochi for 3 hours, and there were no problems.

I think that damage occurred when the water strikes, it means that the plane had a roll on the right side. This suggests that either the pilots tried to somehow dodge, maneuver at the last moment, or there was a problem with synchronizing closer cleaning (see version 1). If there was a roll on the right side, it means that on the left wing of the flap were larger than on the right - the left wing had a large lifting force and the plane overturned onto the right side.

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- Who is responsible for technical malfunctions in aircraft of military aviation?

- Operating organization is responsible for the maintenance of military sides. In this case, the regulatory work is carried out by its forces, and the repair produces specialized enterprises that are engaged in the repair of aviation technology - the rules are the same for military sides and for civilian.

- The plane collapsed on more than 1,500 fragments - is it possible when you hit the water?

- It is necessary to understand that water in such a situation is no different from concrete, and the area of \u200b\u200bfragments of debris - 500 meters - corresponds to the situation. But we do not know what happened next: the plane hits the tail, the tail is littered, then the remaining after the separation could tumble and fly apart.

Check, he is lying or not. In general, the media first reported that there were rescue vests on the bodies, and then they were not. They said that the chassis lies separately from the fragments, from which it was possible to conclude that the plane fell into the sea, and the chassis - ashore, and today I read that the floating crane raised the chassis rack from the seabed. Therefore, when a person told reporters that in half the morning he saw something, it was necessary to check this information - now it is difficult to comment on it.

- Some experts say that the plane was too old.

- a designated resource for this type of aircraft 35 years of service and 60 thousand flight hours. He served 33 years, and flew less than 7 thousand hours. That is, from the point of view of resource spending, the wear of the details, he spent it by only 11%, and for the service life of 33 years from the allowed 35. This suggests that the car was more standing on Earth than flew. That is, suppose you bought a car and drive once a month, and consider it new or not new - if you are normally serviced, then rather yes. The main thing is that the flight resource in terms of the number of flight hours has been developed little, it is quite a normal aircraft, if it is serviced, it should be normal to him, it would still fly and fly.