Normal landing approach - This is an approach for landing during the normal operation of all engines, systems and aircraft units, performed using the piloting techniques provided by the Normal Landing.
Normal care for the second round - This is the care of the second round during the normal operation of all engines, systems and aircraft units, performed using the piloting technology provided by the radiation. Care on the second round lasts since the decision is made until the height is released. 
400 m above the level of the input edge of the runway.
Chopped landing - This is a care for the second round with the refused plant or previously one engine, which is performed with a minimum height of the decision of H 1 £ 15 m above the runway level in the intended point of touching the aircraft.
Continued landing - This is a landing with refunding during the planting or previously one or two engines. Similarly, there are the concepts of interrupted and continued landing.
Consider approaching landing (Fig. 50 and 51) from the moment the aircraft is released on the traverse DPRM (H \u003d 400 ... 600 m). In this place on V \u003d 370 km / h Ave, the chassis is manufactured. When entering the landing along the shortest path, the chassis is available at the distance of 22 ... 25 km from the runway.
The third reversal is performed at a speed of 370 km / h PR with a roll angle of 15 ... 20 °.
After the third reversal, and when entering the shortest way to remove 18 ... 20 km, at a speed of 330 ... 360 km / h PR (depending on the flight weight of the aircraft, Table 8 or Fig. 51) Preclings are available 25 ° and then 30 ° flaps.
In the process of outlet of the preds and closed, the speed decreases so that at the end of the release it was at least 300 km / h. Longitudinal efforts on the steering wheel after the release of the preds and closes are removed by the permutation of the stabilizer. If in the process of outlet of the forecasts or closed plane begins to roll, you should immediately suspend their release and land with the mechanization of the wing in the position at which the plane's damage began
The fourth reversal is performed at a speed of 300 km / h and a horizontal flight with a roll angle of 15 ... 20. After leaving the fourth reversal to the entrance to the glide, at a speed of 250 ... 280 km / h PR (depending on the weight, see Table 8 and Fig. 51) the flaps are produced by 43 °. The release of flaps by 43 ° leads to a rapid reduction in speed and increase the effort on the steering wheel due to the appearance of the dive of aircraft. The longitudinal balancing is achieved by the permutation of the stabilizer to convert.
After the release of the flaps at 43 ° and balancing the aircraft by the stabilizer at the estimated glissade speed up to the landing, the stabilizer should not be used. The load on the steering wheel and pedals must be removed by the mechanisms of the trimmer effect.
The decrease in glide must occur with a constant dashney speed of 1.3 V sO (1,3 Vs) But not more than most permissible for flight with a wing released (see Table 8 and graphics in Fig. 51). To withstand the glide reduction mode, the same frequency of rotation of all engines is installed. If necessary, refine the decline in glidend to synchronous change in the mode of internal engines.
With the standard location of the DPRM and BPRM and the angle of inclination of the Glissada 2 ° 40, the height of the PRMM is 200 m, and the BPRM-60 m. The EPP ends, when moving the aircraft on the glide, is at a height of 15 m, but not less than 10 m.
At an altitude of 10.. ..12 m starts alignment. In the process of leveling, the engines are smoothly throttled to a small gas. The alignment of the aircraft should be with a smooth increase in the angle of pitch. The landing is performed with a fixed steering wheel at a speed of 20 ... 25 km / h prior speed of intersection of the input end of the runway. It is not allowed to land the aircraft at a speed below 190km / h pr (see Fig. 51).
After touching WFP wheels of the main supports chassis, the plane smoothly descends on the front rack of the chassis, then the steering wheel is fully given "from himself", extinguishers of lifting force are produced, brake shields, turn on the reverse of external engines and brakes are applied. The direction at the beginning of the run is withstanding the steering wheel. At a speed of no more than 170 km / h Prior to control of the wheel of the front support chassis from pedals. From this point on, the direction of the run is withstanding the direction of the direction and controls of the wheel chassis wheels from the pedals. At a speed of at least 50 km / h PR turn off the reverse thrust.
In case of extreme need (landing on slippery runway, if the brake fails, the small size of the runway, etc.) Reverse thrust can be used to a lower speed, up to a complete stop of the aircraft.
In exceptional cases, the use of reversal of traction of all engines is allowed with their subsequent careful inspection.
At the end of the mileage at a speed of no more than 50 km / h, you must switch the turn of the wheel chassis wheels to control from the copper (manual). After the release of WFP, the wing mechanization is cleaned.
Consider the aerodynamic bases of planting (Fig. 50, 51 and 52). A normal decrease in glidend before the level of leveling occurs on the angle of the attack of about 3 ° at su \u003d 1.68 (see point 1 in Fig. 52). In the level of alignment Su. Increases due to an increase in the angle of attack and partly as a result of the influence of the proximity of the Earth. The landing of the aircraft occurs on the corners of the attack 7 ° ... 9 ° with suprek \u003d 2 ... 2.2 (points 2
and 2"
In fig. 52). At the time of landing, the lifting force of the aircraft is equal to the landing weight y \u003d SuSRV 2/2 \u003d g.
The landing speed from this expression will be
VPOS \u003d Ö2G / (C Y PR RS)
After landing, the plane falls on the front support of the chassis, the angle of attack is reduced to a \u003d 3 °, and Su. up to 1.68 (point 3 in fig. 52). The release of lift dampers by 20 ° causes an additional decrease. Su. up to 0.46 (point 4 Fig. 52). Consequently, after landing the aircraft coefficient Su. and lifting force decrease almost 5 times
increases the power of the wheel chassis on the runway, the friction force increases and the effect of the brakes increases. The release of damagers of lifting force and braking muffins causes a significant increase in the coefficient SK And the forces of the frontal resistance of the aircraft. The use of reversal of engines is additionally increasing the hinding forces of the aircraft (Fig. 53).
Thus, due to the use of flaps and pre-settlers, the SUPOS is significantly increased, and the landing speed is reduced. Increase the coefficient SK And the forces of the windscreen resistance causes a decrease in the length of the air section along the rare distance and the length of the mileage. The use of brake shields of dampers of the lifting force of the reverse thrust and brakes significantly reduces the length of the mileage.
If the landing speed of the VPC and the mileage time of the TPR aircraft is known, then the average absolute amount of acceleration will be JSR \u003d VPC / TPR. The length of the run is determined from the expression LPR \u003d JSRTPR 2/2 \u003d V 2 Pos / 2JSR.
The average value of the silence of the JSR mileage depends on the braking forces (windscreen strength X Negative thrust engines R, friction and braking force FTR 1 + FTR 2 + Filtrum) and aircraft mass t \u003d G / g, i.e.
J \u003d g (x + p + ftr 1 + ftr 2 + Filtrum) / g
Length of run
As can be seen from the formula, with a smaller boarding weight of the aircraft G , larger SUPOS, A greater air density and large braking powers X + P + FTR 1 + FTR 2 + Filt mileage length will significantly decrease. The big effect of the braking forces will be especially at the beginning of the run to a speed of 50 km / h (the speed of turning off the reverse thrust), as the power H. and craving R more. At the final site of the run by the main braking force are the aircraft brakes.
The presence of the oncoming wind (in formulas is not taken into account) reduces the tracking velocity and the length of the mileage.
When landing at the airfield with a low air density (high temperatures, low pressure or high height of the airfield), the length of the mileage increases.
In case of landing of an aircraft with depressed closed Sucos.it decreases from 2.2 to 0.7 (3 times), which significantly increases the seating speed and the length of the aircraft mileage. At the same time, the length of the landing air section is significantly increased. Therefore, landing with depressed flaps is complex and the calculation of the landing should be accurate. A special difficulty is a planting on slippery WFP (coated layer of slush, water or icing), since braking forces are significantly reduced.
The influence of all factors on the length of the estimated (actual) landing distance and the mileage length is taken into account by nomograms (Fig. 54). In fig. 54 shows the determination of the required landing distance under the following conditions:
air temperature + 15 ° C;
the height of the airfield in the standard atmosphere 0 m (p \u003d 760 mm RT Art.);
landing weight 150 tons;
the speed of the oncoming wind is 10 m / s;
band running up 1%:
The flaps are released by 43 °, 25 ° preds;
dutters of lifting force and brake shields are released for a full angle;
two external engine on reversal mode;
WFP dry.
The estimated landing distance (actual) is 1120m, the required landing distance of PPDS \u003d Lpos / 0.6 \u003d\u003d 1.67 × 1120 \u003d 1870 m on the main airfield, and on the spare 1120 × 1,43 \u003d 1600 m.
Landing distance estimated (actual) under standard conditions (T \u003d.15 ° C, H \u003d 0, WX \u003d 0, QCP \u003d 0, WFP -Suchi, planting weight 150 ton) is 1350 m.
The required landing distance of PPDS \u003d 1350 / 0.6 \u003d 2250 m-on the main airfield and 1350 / 0.7 \u003d 1935 m-on the spare (see Fig. 54).
Care for the second round. With a normal decrease in glide, safe care for the second round is possible from any height up to a height of 15 m, if the weight of the aircraft does not exceed the maximum permissible, the value of which is determined by nomograms (Fig. 55). With VzP \u003d 250 km / h PR, q glides \u003d 2 ° 40, WX \u003d 0, VYSH \u003d 3.2 m / s (GES \u003d 150 T). With a vertical rate of decline of more than 4 m / s Minimum height of the second The circle increases.
To care for the second round, the engines are displayed on the take-off mode and the crew is warned about the rest of the second round.
As the thrust increases, the aircraft is smoothly removed from the decline with the preservation of constant speed and the boarding course. When the vertical speed of the set and the presence of a height of at least 5 m is removed chassis. The height set is made at a constant speed equal to the reduction rate of the glide, determined by the nomogram (see Fig. 51), but not exceeding 280 km / h. Such a speed limit is due to the strength of the aircraft with the flaps released by 43 ° and the forecasts-25 ° .
At an altitude of 120 m, the closure is removed to 30 ° at a speed equal to the reduction rate (see Fig. 51). Full cleaning of the mechanization of the wing is made so
same as when taken. The magnitude of the speed by the end of the cleaning mechanization is determined by the nomogram (see Fig. 25) and Table. 7.
The magnitude of the maximum allowable landing weight is limited:
the possibility of care to the second round
disposed long runway.
1. The maximum allowable landing of the aircraft during the landing configuration (DZ \u003d 43 °, DPR \u003d 25, the chassis is released), limited by the gradient of the height set H ³ 2.7% when leaving for the second round with one tissue engine, is determined depending on The height of the airfield (atmospheric pressure) and air temperature by the nomogram (see Fig. 55). So, with an height of the airfield 0 m (P \u003d 760 mm RT. Art.) and air temperature 15 ° C The maximum allowable landing weight is 151.5 tons (see Fig. 55).
2. The maximum allowable landing weight limited by the disposable landing distance (WDP long) can be determined by the nomogram (see Fig. 54). With this, the initial calculation points take the air temperature at the airfield and the disposable landing distance, which is postponed on the required landing. Distance, we are calculated in the direction of the boarding weight schedule. So, at an air temperature of 15 ° C, the height of the airfield 0 m, the oncoming wind is 10 m / s, the inclination of the runway is 1% and the disposable landing distance of 1870 m obtain the maximum allowable landing weight 150 tons.
Features of landing on the groundwall. Preparation for landing is the same as on the concrete runway, but the maximum planting of the aircraft is 135,500 kgf. The process of landing and landing until the landing is normal. The amount of speeds when entering the landing is determined by schedule (see Fig. 51) or in Table. 8 for normal landing configuration.
After landing on the wheels of the main support chassis, it is necessary to hold the steering wheel "on itself" to ensure the smooth lowering of the aircraft on the front support of the chassis, since due to the increased friction forces there is an increased dive moment. The braking of the aircraft on the mileage after lowering the chassis on the front support is achieved using damifiers of lifting force, brake flaps and wheels brakes without using reversal engines.
Due to the alternating coefficient of friction (irregularities of the non-uniform surface of the runway), the aircraft mileage is accompanied by an increased shake and oscillations for pitch, roll and course. The armor of the aircraft at the rate is significantly when landing on the runway with the wet upper layer of soil and on the snow-covered runway. Considering this, the direction on the mileage should be withstanding with high attention to pedals (steering direction and deviation wheels of the front support chassis) and, if necessary, braking the wheels.
When landing with incompletely issued by the mechanization of the wing, refused brakes and other emergencies, the use of reversal of engines to reduce the length of the mileage is allowed to reduce the length of the run. It is allowed to perform individual landings (not more than 3%) with increased attention with the planting weight close to the maximum take-off for the soil.
Contrary to breaking opinion care on the second round (go Around or missed Approach. In English) is an absolutely standard procedure for aviation, nothing exceptional, and even more so dangerous in this maneuver there is no. In most cases, the interrupted landing approach is performed on reasons independent of the pilot. Most clearly we are talking about the employment of the runway by another aircraft. Much less frequent care to the second round is performed for reasons associated with meteo conditions. If the maneuver is performed as a result of the erroneous action of the crew, as it will not sound strange, the timely decision on the care of the second round indicates a high professionalism of the pilot. In this article we will analyze all possible causes in detail and tell me how care for the second round is performed.
How care is performed on the second round.
The decision to leave the second round can be made at any stage of the landing approach, including after the RUB is touched. On modern civilian aircraft, care for the second round can be performed automatically. When the autopilot is enabled, it is enough to translate the engines to the maximum thrust (the so-called TO / GA mode - Take-Off / Go-Around mode), on many airplanes there is a special button "Go Around". Further, the plane independently goes into a set of height and follows the care scheme to the second round of a particular airport stored in the onboard navigation database. The crew can only remove the chassis and change the configuration of the wing mechanization (remove the flaps). If the occupancy is performed in manual mode, the sequence of actions is as follows: The engines are transferred to the maximum thrust, simultaneously the aircraft is translated into a set of height, then the chassis and flaps are retracted. At the same time, the chassis cleaning is carried out only after the crew made sure that the plane began to gain height. The fact is that heavy aircraft are very inert, in addition, the output of engines for the take-off mode takes a few seconds, as a result of which the plane continues to decline for some time, only after which goes into a set of height. When leaving from a height of less than 10 meters, running runways is almost inevitable.
The reasons.
ERP employment.
The most common reason for the care of the second round is the ENP employment to another aircraft, usually it happens when the previous board does not have time to free the strip after planting. At large airports, the intensity of the movement is so great that the aircraft are attached to landing at an interval of less than one minute. If the crew is lingering on the runway just longer than the laid, the next board is forced to go to the second round. Usually this departure is performed by the dispatcher command or if there is no permission to land up to a certain height.
In addition, other obstacles can appear on the runway, for example, animals, of course, planting cannot be fulfilled safely.
Unauthorized exit on WFP as aircraft and other vehicles, in one word the crew should be in constant care of care.
Meteo conditions.
In the process of approaching conditions of limited visibility (fog, snowfall), the decline is carried out not lower than the height of the decision or the so-called, if the crew does not see the WFP at this height, care is carried out on the second round.
Another dangerous phenomenon that requires an immediate accomplice to the second round - wind shift, this phenomenon is characterized by a sharp change in the direction and wind speed, which can lead the loss of aircraft speed.
The impetuous wind can easily create a so-called unbid position of the aircraft. In this case, the time to correct the situation is no longer there and the landing will most likely lead to the turning out of the aircraft beyond the runway.
Bugs of pilots and dispatchers.
Each airline in its internal documents determines the criteria for the so-called stabilized landing approach, which are generally reduced to the following:
- the aircraft is in the landing configuration (chassis and wing mechanization are released);
- speed within limits;
- engine mode within limits;
- deviations from Glissada within the limitations.
All these criteria must be made not lower than a certain height, usually 1000 feet or 300 meters, otherwise the crew is obliged to stop entering the landing. The most frequent case is an excess of height or speed near the runway, which is usually a consequence of improper calculation of a decrease or unacceptable external factors, such as wind. Often the cause of the air traffic management service, which do not take into account the above features, for example, later, permission to reduce and the team to maintain increased speeds up to the entrance to the glissadade are becoming.
Security flights.
In the time of the USSR, among the flight composition, care for the second round was considered a manifestation of non-professionalism, it was the opinion that a good pilot should plant an aircraft in any situation. Such an approach led to a considerable amount of hard landings and incidents associated with turning out of the runway. This ideology in Russia remained up to the mass transition to foreign aircraft.
Care on the second round is the only correct decision, it is precisely such a policy today all major airlines adhere to. With the slightest doubts in the safety of landing, the goal is interrupted. By the way, the decision can be accepted both as a commander and the second pilot, while the other is obliged to fulfill him immediately.
I have already made several entries about flying airplanes over "sunflowers" and in the surrounding area.
The plane fell almost to the ground, but then again scored height and went to the second round.
At one of the information sites, I read this message:
++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++++++++++++
Last night, February 14, a plane to the landing in St. Petersburg airport had to go to the second round. According to the "Fifth Channel", the pilot noticed an unknown object on the landing strip, which prevented landing the aircraft.
The crew reported to the dispatchers about the unauthorized subject, after which the dispatching gave the team to go on the second round with the removal of five kilometers.
The runway and the foreign object examined the specialists. He did not imagine any danger and was removed from the way. As a result, the landing of the liner was successful. All runway operations continued in normal mode.
++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++++++++++++++++++++++++++ +++++++++++++++++++++++++++
Other aircraft were forced to "stand in line", i.e. Shot a little in the sky in the surroundings of the airport:
Over the Finnish bay; 
Above the Lomonosovsky district; 
Also, some aircraft made a big hook at the airport
Vladimir Putin instructed the government to urgently form a commission to investigate the causes of the aircraft crash. This was announced by the spokesman for the head of state Dmitry Sadkov. " Putin is deeply contemplating his relatives and friends who died in this terrible catastrophe"He said.
Volga Investigative Office for TRANSPORT CJR opened a criminal case under Part 3 of Art. 263 of the Criminal Code of the Russian Federation (violation of the safety regulations of the movement and operation of air transport, which caused the death of two or more people by negligence). Chairman of the Investigative Committee of Russia (SCR) Alexander Bastrykin took on personal control to investigate the case, and will arrive in Kazan on Monday with a group of investigators and criminals of the central office of the CCR, which have experience in the investigation of the aircraft crash.
Boeing 737 ran into the ground when attempting to enter the second round. "It is clear that when the plane tried to carry out the care of the second round, by an unspecified reason, it hid the surface of the flight field somewhere in the area of \u200b\u200bthe control and dispatch point, as a result of which the destruction of the aircraft and fire was destroyed," said Official representative of Rosaviation Sergey Optivky. At the same time, it refrained to name the possible causes of the aircraft crash.
The crew notified the dispatchers in advance of the impossibility of landing, reports Interfax with reference to the source in the operational headquarters for the elimination of the Criminal Court. " According to preliminary data, the crew reported to the dispatchers, when another aircraft was 500 meters to the end of the strip, about the non-time position. Most likely, this may say that one or another technique was faulty, which particular crew did not specify"," Said the source. According to him, the crew tried to go to the second round, but the plane flew only a kilometer over the runway, the field of which he collapsed the nose about the Earth.
Eyewitnesses reported twitter that heard a strong explosion. " We stand on GDP in the bus. And the take-off airplane tightly touched, "Stanislav Sivachev wrote in the microblog. According to him, meeting the aircraft from Moscow asked to the head of the shift. "Representatives of Aeroflot came, said that all flights were blocked, the nearest Aeroflot at six in the morning", - said Sivachev.
Relatives of those killed in a plane crash in Kazan will receive 2 million rubles. The first deputy chairman of the Board of Sogaz was announced on this on the air of the TV channel "Russia-24" Nikolai Galushin (It was in Sogaz that the responsibility was insured before the passengers of the crash Boeing 737)
The lists of the died as a result of the aircraft crash in Kazan are published on the official Emergencies Ministry website of the Russian Federation. The airline's website published a list of passengers registered on the flight and crew members.
Our experts tried to answer the main question: why was Boeing crashed?
Oleg Smirnov, Deputy Minister of Civil Aviation USSR, President of the Foundation "Partner of Civil Aviation":
- While too little information about this PE, you can only express some assumptions. The weather in Kazan was not too good, but overall normal. Boeing went to the second round, but that forced the crew to take this decision, while it was unclear.
I must say, a rough landing or touch by plane of the Earth is a non-discontinued situation with such a maneuver. Similar cases on Western aircraft were repeatedly. This is a very difficult stage of the flight - care for the second round - and you need to be ready to perform it, work in advance on the simulator and the real aircraft. And most importantly - to understand the theory of aerodynamic processes of the liner at the same time maneuver.
Boeing-737 is considered a good aircraft, but the laws of physics are not going anywhere. When leaving for the second round, the aircraft "deals", and this feature is not always taken into account by the crew. The critical speed, the position of the closed, the height, the state of the atmosphere is not taken into account. And these errors are expensive.
- Care on the second round - a consequence of an error when entering the landing?
- In Soviet times, care for the second round was always considered the right decision, and the commander of the aircraft was declared thanks for him. But the current owners of airlines that are far from emerging from aviation, consider care for the second round almost a crime. From their point of view, this is an additional consumption of kerosene and motor test. Therefore, the crews do not work out this maneuver as it should be. Such managers, I think it is necessary to drive a broken broom from aviation.
Care on the second round for the ship commander is always a psychological drama. I myself have repeatedly leaving the second round, and always accepted this solution with a heavy heart. In the tragedy, which was played in Kazan, not the crew, but the people who were poorly trained.
Until the 1990s, Russia was a great aircraft manner. Thousands of aircraft and a single - western one were operated in the country. The level of training of pilots was also very high. Now the domestic aviaprom is destroyed, which causes only regret. Today we exploit about 700 Boeing and Airbus, and we take the work of Western pilots. Reducing the common plank in domestic aviation and leads to such tragedies.
Vyacheslav Mavrin, Ex-Head of the Union of Aviation Workers of the Center of Russia:
- We reap the results of the commercialization of domestic aviation. The head of the corner today is raised, and not security. Save all - training pilots, simulators, real training. And do not think that no one has tried to put these questions for consideration by the government. Tried, but unsuccessfully - owners of airlines are large lobbying opportunities ...
Anatoly Kvocur, Hero of the Russian Federation, Honored Test Point of the USSR:
"I assume a key role in the Kazan tragedy played the moment of transition to manual control when entering the second round, plus a pusty side wind. The problem is that now the pilots are trained through the system in which the emphasis is placed on the aircraft management using autopilot. In extreme conditions, when the liner has to be managed in manual piloting mode - for example, with a strong bolton - the pilots have to be extremely rare. Naturally, the crews are often insufficiently trained in the "manual" flights.
I know, in the West now begins to think about this problem. The main task today is to teach pilots flying in manual mode as freely and exactly as on the machine.
Otherwise, it turns out how in Kazan: the crew makes the decision to go to the second round, and goes to manual control at an altitude of 15 meters, and at this time the Blowing wind blows. In such a situation, the pilots feel extremely uncomfortable. It is necessary, of course, to look at what the crew of the broken Boeing-737 flew, what experience he had ...
- There is information that the pilot Rustam Salikh recently became the commander of the aircraft ...
- The fact that he recently became commander does not testify that he is a bad pilot. Perhaps this is a tragic coincidence.
- pilots are now mainly trained on simulators - so cheaper and safer. The simulator allows you to get a pilot with the necessary qualifications?
- The simulators are now very good. I once was in the center of preparation of the pilots of the airline "Siberia" - the simulators are perfect, and the entire preparation system is built competently.
But, on the other hand, there is no simulator on which you can simulate everything. In my opinion, you need to increase the number of hours of real flights in the preparation of pilots. And it is in manual piloting mode. Each type of aircraft has its own specificity - if you want, your soul. And in order to confidently pilot, the aircraft should be felt at an intuitive level.
I must say, in the West approach to training of pilots worked until the subtleties: the pilot receives exactly so much skills as necessary. But in Russia, another mentality, apparently, we have a learning process on the western model with deviations ...
From dossier
Boeing 737-500 broken in Kazan with the VQ-BBN registration number was collected 23 years ago, the AIRFLEETS.NET specialized site is stated. During this time, seven airlines were ruled by them. Initially, the car was on the balance of the French airline Euralair Horizons, then AIR FRANCE. In 1995, the board was transferred to Africa, Uganda Airlines. Five years later, he received a small Brazilian company Rio Sul. For another five years, they owned Romanian Blue Air, and then only six months Bulgarian Bulgaria Air. From December 2008, the board began to carry passengers by the airline Tatarstan. The Boeing 737-500 passenger aircraft is the most small representative of the classic series of the Boeing 737 aircraft family. It is distinguished by a shortened fuselage and an increased flight range compared to the Basic Model of the Series - Boeing 737-300.
Aviation has such a "height of decision height" - this is the moment when you need to decide whether to plant a plane or not. But to take this decision the ship commander is entitled only when he sees the runway or her lights. This is an axiom, which is enshrined in the instructions. Therefore, while before deciphering black boxes, I can not explain the action of the crew.
Care on the second round is a very difficult stage of flight. Moreover, for the commander - always a complex psychological choice. Some pilots believe that they go to the second round - it means to sign in their professional weakness. And therefore seek at any cost to land from the first right. This is the deepest error. The sign of professional weakness is not to care for the second round, and the inability to competently assess the situation during landing. I repeatedly left the second round, but always took this decision consciously. We must be ready to fulfill it, work out this maneuver in advance on the simulator and the real plane. And most importantly - to understand the theory of occurring aerodynamic processes.
Boeing-737-800 is considered a good aircraft, but the laws of physics are not going anywhere. When leaving for the second round, the aircraft "deals" by inertia, and this feature is not always taken into account by the crew. The critical speed, the position of the flaps, the height, the state of the atmosphere is not taken into account. Sometimes the critical angle of attack is exceeded, which leads to the loss of the wing lift. Similar errors are expensive. Actions in bad meteors are described in the pile of documents. Over the years of flights, each situation is taken into account. It happens, airplanes are planted almost blindly. But the crew should be trained. This is the problem of organizing flight training. Several Russian crews who flew to Rostov-on-Don, analyzing the situation with the storm wind, adopted a competent decision: generally refused landing and left at the spare airfield.
The Boeing-737-800 aircraft is a flying computer that can even land in automatic mode. But the history of aviation knows the catastrophe when electronics refused, and the crew was not trained in properly control in manual mode. And it was this that became the cause of the tragedy. Transferring electronics - the most serious problem.
The plane is a shell flying at a speed of 1000 kilometers per hour at an altitude of 10-12 kilometers. And people who manage this projectile must have relevant knowledge, level of responsibility, reaction. The plane, in which case, do not put to the sideline. He either flies or not.
Recently, several incidents happened to Russian aircraft when our pilots showed high professionalism, excellent training and knowledge. Refused the technique, but the man was at the height.
Recall the situation in Dominican, when the aircraft flying into Moscow, the engine caught fire. The crew took the only right decision - returned to the airport of departure and managed to plant a plane with full refueling.
And the case in Tyumen on March 9? The liner during takeoff "lost" one of the chassis wheels. On board - 150 passengers! It all ended well again again, only thanks to the pilots who managed to correctly act in this most complicated situation.
There, the pilots coped. Here everything ended tragically. The investigation will show why. I, as a professional, I do not see any objective circumstances that would lead to such an outcome.
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