Boeing 737 500 of Tatarstan Airlines crashed. The pilot should not have flown. The investigation into the plane crash in Kazan has been completed. “a very strange incident” at Kazan airport

Investigators have completed the investigation into the case of Boeing crash 737–500 at Kazan airport in November 2013. Then all 50 people on board died. investigative committee Russia (ICR) came to the conclusion that the pilots Rustem Salikhov and Viktor Gutsul were to blame for the tragedy, but their prosecution was stopped due to their deaths. Charges were brought against the management of Tatarstan Airlines and the former head of the Tatar Directorate of the Federal Air Transport Agency - they allowed an untrained crew to fly the plane. They face up to seven years in prison.

The Main Investigation Department of the Investigative Committee has completed the investigation of the criminal case regarding the crash in Kazan Boeing 737–500. The investigation found that the pilots' "erroneous actions" led to the crash.

Let us remind you that the disaster occurred at Kazan International Airport on the evening of November 17, 2013. Passenger Boeing 737–500 ( registration number VQ-BBN) of Tatarstan Airlines was flying flight 363 from Domodedovo. During the landing approach, the crew had to go around. During landing, the plane suddenly crashed. All 50 people on board - 6 crew members and 44 passengers - were killed. Among the latter were the son of the President of Tatarstan, Irek Minnikhanov, and the former head of the FSB Directorate for Tatarstan, Alexander Antonov. In addition to Russians, the victims were citizens of Ukraine and Great Britain.

After the disaster, the Federal Air Transport Agency canceled the operator's certificate of Tatarstan Airline. Subsequently, the republican carrier was declared bankrupt. The department's audit showed that the aircraft commander, Rustem Salikhov, and the co-pilot, Viktor Gutsul, could have received fictitious certificates of completion of aviation courses. Experts from the International Aviation Committee called the cause of the tragedy the unpreparedness of the crew, who made a number of mistakes during the go-around approach, as a result of which the plane went into a dive and fell to the ground.

The ICR investigation confirmed that the Boeing commander “did not have sufficient piloting skills and was allowed to carry out passenger transportation on the basis of falsified documents.” According to the investigation, in 2009, Valery Portnov, who held the position of Deputy General Director of AK Tatarstan, sent to the Tatar Interregional Territorial Administration air transport Rosaviatsiya documents with unreliable information about Rustem Salikhov. The head of this department (which was abolished in 2014), Shavkat Umarov, “due to negligence, did not organize in September 2009 a verification of the authenticity and reliability of the commercial aviation pilot certificate presented by the airline.” “As a result, Salikhov, without basic knowledge, skills and experience as a pilot, began to carry out passenger air transportation as an aircraft pilot,” the investigation believes.

In addition, the Investigative Committee established that Valery Portnov and the airline’s chief pilot Viktor Fomin “did not provide adequate training for Mr. Salikhov, but instead sent an untrained pilot to receive the status of an aircraft commander.” As a result, in 2012, Rustem Salikhov became the commander of the aircraft. On November 17, 2013, it was Mr. Salikhov who “put the aircraft into a difficult spatial position.” At the same time, co-pilot Viktor Gutsul “did not take control.” “As a result, Salikhov, during the offensive emergency situation, violating the piloting rules, through his actions he allowed the aircraft to crash,” the ICR said in a statement.

The criminal prosecution of Rustem Salikhov and Viktor Gutsul was terminated due to their death. Valery Portnov and Viktor Fomin were charged under Part 3 of Art. 263 of the Criminal Code of the Russian Federation (violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence), Shavkat Umarov - under Part 3 of Art. 93 of the Criminal Code of the Russian Federation (negligence resulting by negligence in the death of two or more persons). The maximum penalty they face is seven years in prison. The criminal case was sent to the Prosecutor General's Office for approval of the indictment.

In 2017, the first decisions were made on claims for compensation for moral damage brought by the relatives of those killed in the plane crash. In all cases, the plaintiffs waived their claims against the American corporation The Boeing Company and a number of other foreign companies. They left Tatarstan Airlines and Ak Bars Insurance LLC as defendants, with whom they entered into a settlement agreement.

Below is some background information.

On November 17, 2013, at 19:23 Moscow time, a Boeing-737-500 plane of Tatarstan Airlines crashed during landing at the Kazan airport. All 50 people (six crew members and 44 passengers) on board the aircraft were killed. Among the dead were the son of the President of Tatarstan, Irek Minnikhanov, and the head of the FSB department for Tatarstan, Alexander Antonov.

The crashed airliner was flying on the route Moscow - Kazan. This flight was supposed to be operated by a smaller Bombardier aircraft, but due to the passenger load it was replaced by a Boeing 737.

According to data about the crashed plane, it was operated by seven airlines, including Uganda Airlines (since the summer of 1995). Boeing made its first flight on June 18, 1990. The aircraft was leased from Tatarstan Airlines since December 18, 2008.

Boeing-737-500 took off for Kazan from Moscow Domodedovo Airport. When approaching international airport Kazan, the crew of the airliner reported to ground services that they were not ready to land and asked for permission to go around. During the second approach, the plane lost altitude, fell to the ground 150 meters before the start of the runway and exploded. The wreckage of the plane after the explosion was scattered over a radius of about 500 meters. The area of ​​their spread was 23 thousand square meters.

Immediately dispatched to the scene of the incident emergency services, rescue operations began. Significant forces of the Ministry of Emergency Situations of Russia were involved in eliminating the consequences of the disaster, including the Centrospas detachment, specialists from the Leader center and the 179th Rescue Center, as well as branches of the Volga regional search and rescue team of the Ministry of Emergency Situations of Russia. The total strength of the force group exceeded 1.6 thousand people and 260 pieces of equipment.

On the first anniversary of the tragedy, a memorial stele was unveiled at the Kazan airport, on which the names of all 50 dead passengers aircraft and crew members.

Upon the fact of the plane crash, the investigative bodies of the Volga Region Investigation Department for Transport of the Investigative Committee of the Russian Federation opened a criminal case on the grounds of a crime under Part 3 of Art. 263 of the Criminal Code of the Russian Federation (violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence).

Later, the criminal case was transferred to the main investigative department of the central apparatus of the Investigative Committee.

According to the results of the examination carried out by the investigation, no signs of drug or alcohol intoxication were found in the blood of the pilots.

After deciphering the “black box,” the Interstate Aviation Committee (IAC) stated that when approaching the runway, the pilots made a number of mistakes, which they tried to correct by diverting the plane to the second circle. One of the two autopilots of the Boeing 737 aircraft was disabled, and the crew of the airliner landed manually. During the second approach, the aircraft crew, gaining altitude, raised the nose of the airliner too much. As a result, the aircraft lost speed. Having reached an altitude of 700 meters, the plane began an intensive dive and collided with the ground at high speed (more than 450 kilometers per hour) and almost vertically (at an angle of 75 degrees to the surface of the earth). About 43 seconds passed from the moment the aircraft began its go-around until the end of the recording on the recorder.

The power plants operated until the plane collided with the ground.

Tatarstan Airlines reported that the commander of the crashed airliner had never performed a go-around maneuver in a real flight before the tragedy.

After the disaster in Kazan, the investigation began studying the training of pilots. It subsequently turned out that the commander of the crashed plane received a diploma in a dubious training center. According to Russian Prosecutor General Yuri Chaika, the commander of the crashed plane had a false pilot's certificate. The co-pilot's license was also obtained illegally without the required flight experience.

After the plane crash, the Federal Air Transport Agency (Rosaviation) conducted unscheduled inspections of a number of flight training centers and suspended pilots from a number of airlines, including the largest ones, from flying until the end of the investigation.

Rosaviatsia also checked the activities of Tatarstan Airlines, as a result of which it identified a number of violations and, as of December 31, 2013, canceled its operator certificate. The aircraft fleet was transferred to another Tatarstan carrier - Ak Bars Aero airline.

General Director of Tatarstan Airlines OJSC Aksan Giniyatullin was dismissed from his post by decision of the company’s board of directors.

In May 2014, Tatarstan Airlines filed a claim with the court to declare its own bankruptcy; in June, the court declared the airline bankrupt.

The head of the Tatar Interregional Territorial Directorate of Air Transport of the Federal Air Transport Agency, Shavkat Umarov, resigned after the plane crash, which was accepted. The territorial administration itself lost its independence and became a structural subdivision of the Volga interregional territorial administration of the Federal Air Transport Agency.

In September 2014, the IAC reported that the engineering and technical subcommittee concluded that the recordings of objective monitoring equipment of the Boeing-737 that crashed in Kazan, as well as the surviving parts, components and assemblies of the airframe, engines and systems, including the elevator control system, showed signs of There were no aircraft failures during the emergency flight.

At the end of December 2015, the IAC published the final results of the investigation into the plane crash. The cause of the plane crash was systemic deficiencies in identifying hazards and controlling the level of risk, as well as the inoperability of the airline’s flight safety management system and the lack of control over the level of training of crew members by aviation authorities at all levels (Tatar MTU VT, Rosaviatsia), which led to admission for flights by untrained crew.

November 18, 2013

According to information received, on November 17, 2013 at 7 p.m. 23 minutes Moscow time at the Kazan airport during landing, a Boeing 737-500 plane of the TATARSTAN airline of the Tatar MTU VT FAVT crashed.
Six crew members and forty-four passengers on board the aircraft were killed. The plane is destroyed.
Based on Russian legislation and in accordance with the “Rules for the investigation of aviation accidents and incidents with civil aircraft in Russian Federation", approved by Decree of the Government of the Russian Federation of June 18, 1998 No. 609, as well as taking into account the requirements of Appendix 13 to the Convention on International civil aviation, the investigation is being conducted by a commission of the Interstate Aviation Committee with the participation of specialists from the Federal Air Transport Agency and other interested departments.
The commission began work on the spot aviation accident.

November 18, 2013

The technical commission of the Interstate Aviation Committee for the investigation of the crash of the Boeing 737-500 aircraft of Tatarstan Airlines informs that a parametric information flight recorder container was found at the scene of the accident.
The recorder container has significant mechanical damage.

November 18, 2013

The technical commission of the Interstate Aviation Committee to investigate the crash of the Boeing 737-500 aircraft of Tatarstan Airlines informs that a container for a flight voice data recorder was found at the scene of the accident.
The recorder container has significant damage.

November 18, 2013

The technical commission of the Interstate Aviation Committee (IAC) to investigate the crash of the Boeing 737-500 aircraft of Tatarstan Airlines informs that the containers of on-board means of objective monitoring of parametric and speech information (the so-called black boxes) found at the scene of the accident were delivered to the Interstate aviation committee.
Opening of containers, reading of information recorded on on-board media and its decryption will be carried out at the scientific and technical center of the Committee.

November 19, 2013

The technical commission of the Interstate Aviation Committee (IAC) for the investigation of an accident with a Boeing 737-500 aircraft of Tatarstan Airlines informs about the preliminary results of decoding the information from the flight parametric recorder.
During the landing approach, the crew failed to perform a standard approach in accordance with the procedure established by regulatory documentation. Having assessed the aircraft’s position relative to the runway as “non-landing”, the crew reported to the controller and began a missed approach in TOGA mode (Take Off / Go Around. Takeoff / Missed approach). At the same time, one of the two autopilots involved in the landing process was turned off and the further flight was carried out in manual mode.
The engines reached a mode close to takeoff. The crew retracted the flaps from the 30° position to the 15° position.
Under the influence of the pitching moment from the engine thrust, the plane began to climb and reached a pitch angle of about 25°. The indicated speed began to decrease. The crew cleared the landing gear. From the moment the go-around began until this time, the crew did not take active steps to control the aircraft.
After reducing the speed from 150 to 125 kts, the crew began control actions with the helm column to put the aircraft into a dive, which led to the cessation of the climb, the beginning of the aircraft's descent and an increase in the indicated speed. The maximum angles of attack during flight did not exceed operational limits.
The plane, having reached an altitude of 700 m, began an intense dive with a pitch angle that reached -75° by the end of the flight (end of recording).
The plane collided with the ground at high speed (more than 450 km/h) and a large negative pitch angle.
About 45 seconds passed from the start of the missed approach to the end of the recording; the descent took about 20 seconds.
The power plants worked until the plane collided with the ground. Based on the results of the preliminary analysis, no single commands characterizing failures of systems and components of the aircraft and engines were identified.
The analysis and decoding of parametric information continues.
The Commission notes that when the voice recorder container was opened, the secure container with the tape drive mechanism was missing. The commission continues to search for the device.
The technical commission continues to work at the scene of the accident. The airline's flight documentation and crew training are being studied, including with the involvement of highly professional line pilots who have extensive experience in operating this type of aircraft in leading Russian airlines. The airline's technical documentation is being studied, including on aircraft maintenance and maintaining their airworthiness in accordance with international regulations. Information is analyzed ground means objective control, weather conditions and air traffic services data.
The IAC Technical Commission will regularly inform you about the progress of the investigation.

November 20, 2013

The technical commission of the Interstate Aviation Committee (IAC) to investigate the crash of the Boeing 737-500 aircraft of Tatarstan Airlines informs that a voice data carrier unit of the flight recorder was found at the scene of the accident.
The found block will be delivered to the IAC for the necessary work to be carried out at the scientific and technical center of the Committee.
The scientific and technical center continues to carry out a large amount of work on further decoding and analysis of parametric recorder information, including the Kazan-Domodedovo flight that preceded the emergency, and other flights.
Work is planned to synchronize and jointly process records of ground-based and airborne objective monitoring equipment.
The technical commission continues its work at the scene of the accident.

November 22, 2013

In connection with the funds that have appeared mass media With questions about the causes and versions of the crash of the Boeing 737-500 of Tatarstan Airlines, the Technical Commission of the Interstate Aviation Committee (IAC) informs:
According to on-board objective monitoring equipment, no failures of aircraft systems, components and controls, including the elevator channel, were recorded. The plane's engines were running until it hit the ground.
The IAC has repeatedly explained that ICAO standards for so-called “old” and “new” aircraft do not exist. The main thing for safety is the airworthiness of the aircraft, not its age. There is no direct relationship between aircraft crashes and their age. Over the past five years, the number of accidents in the world, including Russia, with aircraft with a passenger capacity of more than 50 seats is the same for aircraft under 5 years old and over 30 years old. According to available information, the average age of Boeing 737-500 aircraft operated in the United States is 20.4 years. In Europe – 20.3 years. More than 7,600 Boeing aircraft are in operation around the world. Their total flight time is 257.6 million flight hours. The crash rate of Boeing 737 aircraft per 100 thousand flight hours is less than 0.05.
The Interstate Aviation Committee asks to refrain from “PR” and populism against the backdrop of a serious tragedy. This traumatizes the relatives and friends of the victims and disrupts the work of the aviation transport industry.
The IAC Technical Commission continues its professional work to establish the circumstances and causes of the disaster in accordance with ICAO standards.

November 22, 2013

At the IAC Scientific and Technical Center, work continues to decipher the information recorded on the in-flight voice recorder of the TATARSTAN Airlines Boeing 737-500 aircraft that crashed on November 17, 2013 at the Kazan airport. There remains a significant amount of work to recognize and identify the voices of flight crew members, and subsequent synchronization of recorded information from ground-based and on-board objective monitoring equipment.
The IAC technical commission continues its work.

November 28, 2013

At the Scientific and Technical Center of the Interstate Aviation Committee, with the participation of representatives of the flight crew of Tatarstan Airlines, who know the voices of the crew members well, work was carried out to identify voices in the cockpit of the aircraft recorded on the recording of the flight voice recorder. These specialists signed a preliminary protocol of negotiations between crew members. At this stage, there were no signs of strangers in the pilot's cabin. Work on decoding and identifying voices continues.

November 29, 2013

The Technical Commission of the Interstate Aviation Committee for the investigation of the crash of the Boeing 737-500 aircraft of Tatarstan Airlines informs that, based on a preliminary analysis of data from objective control means and other available information, in accordance with the provisions of the Rules for the Investigation of Aviation Accidents and Incidents with Civil Aircraft in the Russian Federation (PRAPI), the commission considers it appropriate to implement the following operational recommendations to improve flight safety:
1. Consider the feasibility of conducting additional classes and training with flight personnel:
on practicing actions during a go-around in director mode, paying special attention to the procedure for leaving an intermediate altitude when the altitude value that needs to be gained during the go-around is close to the current value, as well as the procedure for conducting radio communications;
on recognizing a difficult spatial position of an aircraft (Upset) and practicing actions to recover an aircraft from a difficult spatial position (Upset recovery);
on the order and features of the operation of aircraft systems (autopilot, flight director) during approach and missed approach, depending on specific conditions;
to study the features of the aircraft navigation system (section FCOM: FMC Navigation Check and Navigation Position).
2. Consider the need to refine the work technologies of ATS specialists in terms of providing (in case of significant deviations from the route) more active assistance to aircraft crews if technical capabilities are available, for example, by submitting a request to the crew to perform vectoring to put the aircraft on a landing course.
3. Hold a flight technical conference to exchange experience in operating Boeing 737 family aircraft.
The specified recommendations in the form of a Subsequent Report on an Aviation Accident in accordance with the PRAPI were communicated to the Federal Air Transport Agency.
The flight documentation of Tatarstan Airlines is being checked for initial training, as well as for retraining on the Boeing 737 and undergoing periodic training and inspections by flight crew members.

September 16, 2014

The technical commission of the Interstate Aviation Committee for the investigation of an accident with a Boeing 737-500 aircraft of Tatarstan Airlines informs that the work of the engineering and technical subcommittee has been completed to study and analyze the performance of aircraft equipment, including the elevator control system, in an emergency flight.
To assess the performance of the elevator control system, a number of studies were carried out:
three-dimensional tomography of hydraulic drives of the left and right halves of the elevator;
complete disassembly and assessment of the condition of hydraulic drives;
bench testing of main switchgears (spool valves) of hydraulic drives;
preparation (cutting) of a number of hydraulic drive elements to assess the condition of internal surfaces;
mathematical modeling of aircraft movement and operation of the elevator control system using records of objective control equipment.
An engineering analysis of the operation of the system of two hydraulic elevator drives was also carried out, simulating all possible jamming scenarios of the main switchgears.
The history of operation of this type of hydraulic drives and materials from the investigation of events related to abnormal operation of the elevator control system that occurred in operation on Boeing 737 aircraft previously were studied. The analysis showed that the circumstances of the events that took place related to abnormal operation of the hydraulic elevator actuators differ from the circumstances of the emergency flight.
Based on all the work carried out, the engineering and technical subcommittee concluded that the records of objective monitoring equipment, as well as the surviving parts, components and assemblies of the airframe, engines and systems, including the elevator control system, showed no signs of failure of the aircraft during the emergency flight.
The commission is completing work to establish all the causes and factors of the accident.

April 29, 2015

The technical commission of the Interstate Aviation Committee (IAC) has completed a set of works to investigate the crash of the Boeing 737 500 VQ-BBN aircraft of Tatarstan Airlines.
During the investigation, the entire necessary amount of work was carried out, including: the field stage of the investigation, including drawing up maps of the accident site, as well as a full-scale layout of the surviving fragments of the aircraft; decoding and analysis of recordings of ground and airborne objective monitoring equipment; special studies of hydraulic elevator drives; mathematical modeling of flight; flight evaluation of crew performance by test pilots and experienced flight pilots; simulator experiment; study of data on crew training, work and rest schedules, organization of flight work and the airline’s flight safety management system; study of medical documents and results of forensic medical research; study of data on aircraft maintenance and technical operation.
Based on the results of the work, the Technical Commission prepared a draft Final Report.
In accordance with the Standards of the International Civil Aviation Organization, after translation into English, the draft report will be sent to authorized representatives: the US National Transport Safety Bureau, the UK Aircraft Accident Investigation Agency, and the French Air Accident Investigation Bureau. These states took part in the investigation.
After receiving and considering comments from states, the Final Report will be published on the official IAC website on the Internet.

December 23, 2015

The Commission of the Interstate Aviation Committee completed the investigation of the accident involving the Boeing 737-500 VQ-BBN aircraft of Tatarstan Airlines OJSC, which occurred on November 17, 2013 at Kazan airport.

The cause of the crash of the Boeing 737-500 VQ-BBN aircraft was systemic deficiencies in identifying hazards and controlling the level of risk, as well as the inoperability of the airline’s flight safety management system and the lack of control over the level of training of crew members by aviation authorities at all levels (Tatar MTU VT, Rosaviatsia), which led to the admission of untrained crew to flights.

During the go-around, the crew did not recognize the fact that the autopilot had been turned off and allowed the aircraft to fall into a difficult nose-up position. The PIC's (pilot's) lack of skills to recover the aircraft from a difficult spatial position (Upset Recovery) led to the creation of a significant negative overload, loss of spatial orientation and the aircraft being put into a steep dive (dive pitch angle up to 75°) until it collided with the ground.

The need for a missed approach was caused by the non-landing position of the aircraft when approaching the runway, which was a consequence of the “Map shift” effect (an error in determining the location of the aircraft by on-board systems) by about 4 km, the inability of the crew in these conditions to integrated aircraft navigation and navigation with the required accuracy, as well as the lack of active assistance from the ATS service during prolonged observation of significant deviations from the approach pattern.

The accident was the result of a combination of the following factors:

Lack of initial flight training by the PIC;

Admission to retraining on Boeing 737 flight crew members who do not fully meet the qualification requirements for being sent for retraining, including in English;

Methodological imperfection of the retraining process, formal control over the results and quality of retraining;

The low level of organization of flight work at the airline, which led to the failure to eliminate shortcomings that had been identified for a long time in working with navigation equipment, piloting techniques and interaction between crew members, including during a go-around;

Systematic violation of the work and rest schedule of crew members and large debts for vacations, which could lead to the accumulation of fatigue and negatively affect the performance of crew members;

The absence of an element of missed approach from an intermediate altitude with two operating engines in the simulator training programs;

Increased psycho-emotional stress of crew members before go-around due to prolonged inability to determine the location of the aircraft with the accuracy necessary for landing;

Violation of the principle “Aviate - Navigate - Communicate” by both the crew and the ATS service, which led to the crew’s failure to comply with standard operating procedures during the missed approach stage due to the second’s prolonged distraction the pilot from performing his duties and monitoring flight parameters;

Failure by the crew to recognize the fact that the autopilot was turned off and later intervention in the control of the aircraft, which led to the aircraft getting into a difficult spatial position for pitching up (Nose up Upset);

The imperfection of the applied simulator training programs for recovering an aircraft from a difficult spatial position (Upset Recovery) and the criteria for assessing its quality, which led to the inability of the crew to restore the spatial position of the aircraft;

Possible influence of somatogravitational illusions.

Lack of a proper control system over the issuance of pilot licenses, compliance of the training of crew members with the established requirements and the assignment of qualification marks;

The inoperability of flight safety management systems in airlines, the lack of methodological recommendations for their development and approval, a formal approach to the approval/coordination of flight safety management systems and flight crew training programs by the authorized body;

The imperfection of the work of the training center and the actual lack of control over the results of retraining;

Lack of knowledge requirements for flight personnel in English for retraining for foreign types of aircraft and a formal approach to testing the level of language knowledge;

A formal approach to conducting periodic and qualification inspections of flight personnel;

Systematic violation of the work and rest regime of flight personnel;

Insufficient training of flight personnel for go-around from an intermediate altitude, piloting the aircraft in the control (manual) mode and when recovering from a difficult spatial position;

Appears on unequipped GPS aircraft the “map shift” effect and insufficient training of crew members to perform flights in these conditions;

The need for active assistance to the crew from the ATS service when significant long-term deviations from established patterns are detected;

Violation of the principle “Fly the aircraft - Navigate - Communicate”,

did not prevent this accident.

Based on the results of the investigation, recommendations were developed to improve flight safety.

At Kazan airport, completed. The criminal case has been transferred to the prosecutor's office for approval of the indictment. Of the five alleged defendants, only three can be put in the dock; the pilot and co-pilot were killed. Their criminal prosecution has been completed in connection with their death. According to the law, consent to the termination of a criminal case in the event of the death of suspects can be given by relatives recognized as victims. It seems that the relatives of the pilot Rustem Salikhov and co-pilot Viktor Gutsul agreed with the preliminary conclusions of the investigation.

Let us remind you that the plane crash occurred on November 17, 2013 at 19.23. The Boeing 737-500 was landing with 44 passengers and 6 crew members on board. The plane took off from Domodedovo airport at 18.25, and at 19.30 it was supposed to land in Kazan. But the first attempt to land the aircraft was unsuccessful. The airliner went around, and then, according to IAC, due to pilot errors, the plane went into a vertical dive and crashed into the ground at the airport. Everyone on board died.

During the investigation of the criminal case under the article “Violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence,” some details became clear. First of all, it was established that the very death of people and the plane was caused by the erroneous actions of the aircraft commander, Rustem Salikhov, and the co-pilot, Viktor Gutsul. It is believed that Salikhov did not have sufficient piloting skills, and the documents on the basis of which he was allowed to carry passengers were falsified.

Valery Portnov, who served as deputy general director OJSC Tatarstan Airlines sent documents regarding Salikhov, containing false information, to the Tatar Interregional Directorate of the Federal Air Transport Agency in 2009, say the Investigative Directorate of Russia. - In turn, Shavkat Umarov, being the head of the Tatar Interregional Territorial Directorate of Air Transport of the Federal Air Transport Agency, due to negligence, did not organize in September 2009 a verification of the authenticity and reliability of the commercial aviation pilot Salikhov’s certificate presented by the airline. This would have made it possible to reveal the fact that this certificate had not been issued to him, but such a check was not carried out, and, as a result, Salikhov, lacking the basic knowledge, skills and experience of a pilot, began working in passenger air transportation as an aircraft pilot.

Violations on the part of Valery Portnov and the airline's chief pilot Viktor Fomin were discovered during their work. They, as the investigation believes, did not provide Salikhov with proper training, but instead sent the untrained pilot for promotion - to obtain the status of aircraft commander. Since March 2012, Salikhov has carried out passenger air transportation as an aircraft commander.

On November 17, 2013, Salikhov, while flying on the Moscow-Kazan route, brought the aircraft into a difficult spatial position when landing, while Hutsul did not take over control, the investigators concluded. - As a result, Salikhov, when an emergency situation occurred, violating piloting rules, through his actions caused the aircraft to crash.

During the investigation and consolidation of the evidence base, lengthy and numerous expert studies were required. During the preliminary investigation, large-scale and complex forensic, molecular-genetic, chemical and technical-forensic, as well as other forensic examinations were carried out, over 200 witnesses and victims, specialists were questioned, and a significant amount of other investigative actions, which together confirmed the version of the investigation.

We would like to remind you that criminal prosecution against Salikhov and Gutsul was terminated due to their death.

Based on the collected evidence, Portnov and Fomin were charged with committing a crime under the article “Violation of traffic safety rules and operation of air transport, resulting in the death of two or more persons through negligence”, Umarov - “Negligence, resulting in the death of two or more persons through negligence” - reported to the Russian Investigative Committee.

Among the dead were: the son of the President of Tatarstan Irek Minnikhanov, the head of the FSB of Tatarstan Alexander Antonov, orientalist scientist Diana Gadzhieva, the wife and stepdaughter of sports commentator Roman Skvortsov, chess player Gulnara Rashitova.

The Boeing 737-500 plane of Tatarstan Airlines crashed the day before while landing at 19:25 Moscow time at Kazan airport. The plane was flying from Moscow. 44 passengers and six crew members were killed. Among the dead are the son of the President of Tatarstan Irek Minnikhanov, the head of the FSB department for Tatarstan Alexander Antonov, and the wife of sports commentator on the Rossiya-2 TV channel Roman Skvortsov, Elina. Also among the victims is British citizen Donna Caroline Bull.

How Boeing died The Boeing 737-500 plane crashed at Kazan airport. Official representative of the Federal Air Transport Agency Sergei Izvolsky told Interfax about this. Later, news agencies reported that the crew of the plane during landing may have... Evidence has emerged that the crew reported to dispatchers, when the plane was still 500 meters before the end of the runway, about a non-landing position. Most likely, this may indicate that one or another equipment was faulty. The crew did not specify which one.

Versions The investigation is currently considering several. Among them - climatic conditions, pilot error, technical problems, fuel problems, as well. An order has already been given to refuel the plane in Moscow.

However, passengers on the previous flight that this plane made, from Kazan to Moscow, say that the plane was allegedly faulty even during the flight to Moscow. According to them, the board shook violently throughout the flight, and during landing in Moscow a disaster almost occurred. However, there is no official confirmation of this information.

Experts interviewed by RT believe that the reason for the crew’s go-around could have been either a pilot error or a equipment failure.

Airport Kazan Airport due to a plane crash, November 18. The day before, the rescue work was almost completed. However, late at night, the Il-76 of the Russian Ministry of Emergency Situations landed in Kazan with an additional group of rescuers on board.

Airplane, made its first flight in 1990. After that it was used different airlines, including Air France, Uganda Airlines, Brazilian Rio Sul, Romanian low-cost airline Blue Air, Bulgarian Bulgaria Air.

At the same time, in December 2001, a serious incident occurred with him: during landing, the plane broke the left landing gear. This happened at the airport in the Brazilian city of Belo Horizonte in unfavorable weather conditions and heavy rain. The plane, carrying 102 passengers and six crew members, touched down before the start of the runway. After this, the Boeing jumped and hit the runway with force, as a result of which its left landing gear broke. The plane stopped after 1.7 km, moving along the runway relying on the left engine.

As a result rescue operation managed to evacuate all passengers and crew members. The serious accident did not result in any casualties, but the aircraft suffered significant damage and required major repairs to return it to service.

Incidents with this aircraft also occurred during its operation by the Tatarstan company.

However, the airline itself states that they are no longer operated by Tatarstan. The airline had no complaints.

Mourning In Tatarstan on November 18. Deputy Prime Minister of the Republic Yuri Kamaltynov said that the families of the victims will receive one-time assistance in the amount of 1 million rubles from the reserve fund. He also recalled that all passengers were insured, so their relatives will receive payments.

Chairman of the Russian Government Dmitry Medvedev, Patriarch of Moscow and All Rus' Kirill, Deputy Prime Minister of the Russian Government Dmitry Rogozin, and Mayor of Moscow Sergei Sobyanin have already expressed condolences to the relatives and friends of the victims.

The President of Russia, whose son died in a plane crash in Kazan. “Vladimir Putin, in a telephone conversation with the President of Tatarstan, once again expressed deep condolences to the families and friends of all those killed in the tragic plane crash. The President personally expressed condolences to Rustam Minnikhanov, whose son was among the passengers of the crashed plane,” said press secretary of the head of state Dmitry Peskov.

Relatives of the deceased passengers of the plane are asked to come to the forensic medical examination bureau of the Ministry of Health of Tatarstan. The bureau is located at the address: Kazan, Sibirsky Trakt, building 31 a. You must have documents, photographs, and, if possible, dental formulas with you - everything that can help identify deceased relatives.

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