Absolute flight safety indicators. The state of civil aviation safety is a matter of concern. II. causes of aviation accidents in GA

For recent years There have been a significant number of accidents both in the air and on the ground around the world. At the same time, as dry statistics show transport accidents, the postulate remains valid that air transport remains the most reliable type of transport available to humans. The airplane is by far the safest means of moving in space.

There are several methods for calculating mortality in the world. different types transport. The most common of them is the ratio of the number of deaths per segment of the distance traveled. The starting point is considered to be 100 million miles (160 million kilometers).

In accordance with the above methodology, the probability of mortality during an airplane flight is 0.6–0.7 people per 160 million km. Rail transport ranks second in terms of safety. The probability of death while traveling by train is 0.9 people per 160 million km. Finally, the third place in terms of safety is occupied by road transport. Comprehensive statistics state that the safest mode of transport is space transport. No one died in space. Tragedies occurred either during takeoff or landing. However, space tourism is a prospect for the future, so we will look at the common and most discussed means of transportation - air transport.

For aerophobes (40% of people are afraid of flying), I would like to once again confirm that the plane is the safest form of transport, which is 100% confirmed by statistics. About 33 million flights take place around the world every year. According to calculations by ICAO (International Organization civil aviation) on average there is one accident per 1 million flights. The likelihood of dying in a regular passenger flight crash is extremely low. Even flying every day, it would take a passenger the 21st millennium to get on that ill-fated flight that would crash.

What factors influence the reliability of air transport? This is an improvement in the design of the aircraft and its systems; thorough pre-flight check of the aircraft by engineering and technical staff and the crew itself; improvement of security systems, installation of duplicating systems; change in landing tactics; crew simulator training; more thorough medical examination of crew members before departure.

The question is legitimate: if the plane is reliable and safe, then why are millions of people afraid to fly?

The fact is that any plane crash attracts the attention of the media; information about the event is disseminated through photographs and videos from the scene. This contributes to the formation of a negative opinion about aviation as a dangerous form of transportation.

Below is a list of the most significant disasters that occurred in 2016.

On January 27, an MD 600 helicopter crashed in Kazakhstan. There were 5 people on board. Everyone died. According to preliminary data, the crash occurred due to a collision of a helicopter with a tree.

On February 6, an An-2 plane crashed in the Orenburg region. The pilots and passenger were killed.

On March 19, a Boeing 737-800 crashed during landing in Rostov-on-Don. 62 people died.

On April 29, a Eurocopter EC225 helicopter crashed in Norway. 13 people died. The cause of the disaster was a technical malfunction.

May 14 at Leningrad region The Aerospatiale AS.350 Ecureuil helicopter crashed. The pilot and passenger were killed.

On May 19, an Eqypt AirA320 plane crashed in the Mediterranean Sea. There were 66 people on board. According to the latest data, a fire was established in the place of the co-pilot from a gadget he left unattended and turned on.

On July 31, an An-2 plane crashed in the Kemerovo region. The 3 crew members on board died.

On August 7, a Mi-2 helicopter crashed in the Krasnodar region. The pilot and flight mechanic were killed.

On November 29, a LAMIA Avro RJ-85 crashed in Colombia. There were 77 people on board. 71 people died. 6 people were injured.

On December 7, a Pakistan International Airlines ATR-42-500 plane crashed in Pakistan. There were 47 people on board. Everyone died.

On December 25, a Tu-154 plane crashed in the Black Sea. There were 8 crew members and 92 passengers on board. Everyone died.

An analysis of the above events shows that the main threat to ensuring flight safety is the insufficiency of measures taken by flight command, inspection and instructor personnel to maintain the required level of professional training of aircraft flight crew members and the objectivity of conclusions when admitting flight personnel to work.

Based on data from the automated flight safety system for civil aviation aircraft Russian Federation(ASOBP) in the first half of 2016, 284 incidents, 3 emergencies and 41 damage on the ground occurred with commercial civil aviation aircraft and helicopters.

Considering the nature of most accidents and catastrophes, the priority in the prevention of aviation accidents and incidents should be to reduce the influence of the human factor on the occurrence and negative development of aviation events.

According to the ICAO definition, “flight safety is a state in which the risks associated with aviation activities related to the operation of aircraft or directly supporting such operation are reduced to an acceptable level and controlled.” The annual ICAO State of Aviation Safety Report provides analysis and reports on the results achieved.

ICAO's Global Aviation Safety Plan 2017–2019 includes a strategy to maintain and improve aviation safety. The plan provides for the implementation by states of reliable and sustainable safety control systems, and the human factor is considered as the most important aspect of air traffic safety. The meaning of the term “pilot error” is not seen as the error of one individual, but in relation to the state of technology and the requirements of human performance. The plan identifies three priorities that states must work to implement.

1. Reduce the number of accidents due to controlled flight into terrain (CFIT).

2. Improving the safety of runway operations.

3. Reducing the number of aviation accidents and incidents associated with loss of control in flight.

Naturally, airlines strive to make flights safe and free from threats to human life and health, which is achieved by improving equipment and methods of its operation. The technical complexity of aircraft (modern aircraft have a set of aerodynamic characteristics approaching the limit) has resulted in a significant complication of the rules for their operation. Replacement of airline fleets with a new generation of aircraft, automation of control systems, growth in air traffic, saturation airspace place increased demands on the professional activities of aviation personnel, the breadth of professional erudition and analytical ability when making decisions. When a special situation arises during a flight, a quick and objective analysis is needed, an adequate decision is made and its clear implementation is required.

A large degree of responsibility falls on the flight crews who closely interact during the flight, carrying out direct flight control, and ATM specialists providing air traffic management services.

Aviation equipment failures, poor knowledge and skills, errors in piloting technique, physical fatigue, excessive self-confidence, and lack of attentiveness can lead to an accident. Design factors or operational rules, lack of experience in dealing with unusual situations, inaction, environmental factors, psychological or physiological factors can also be causes of accidents.

It is necessary, first of all, to proceed from the fact that pilots, like all people, can make mistakes. Fortunately, statistics show that the individuality of the pilot, the level of professional performance, and his reaction in emergency situations do not lead to a variety of recorded errors.

The basic law of human behavior is that the more often a person performed a particular action in a certain way in the past, the more likely it is to perform a similar action in the future (skill transfer). In pilot training, much of the time is spent teaching him a set of routine actions and developing the appropriate skills so that during the flight he can concentrate on coordinating entire groups of actions, rather than diverting his attention to performing relatively simple tasks.

Compared to a machine, a person does not have a “memory erase button.” When changing from one type of aircraft to another, the pilot must long time to eradicate old skills that are useless in a new situation and form new ones, that is, a kind of “rewriting” of neural connections. As the pilot gains experience, the range of his skills expands, but at the same time he ages, his reaction slows down, his performance, visual acuity, hearing, etc. decrease. Therefore, the relationship between the age and the effectiveness of the pilot as an operator is complex and ambiguous. A pilot with little annual flying time may be more likely to make a mistake that leads to an accident.

In pilot training, a lot of time is spent practicing actions in emergency situations in which he may not actually find himself. This training involves working out the pilot’s reactions and sequence of actions until they become automatic. emergency situation. Reducing operational time is especially important in an emergency situation, given the stress of the pilot. The time reserve and a fairly realistic simulation of the situation give the pilot confidence.

After the incident, it becomes possible to establish the presence and approximate strength of physical (temperature, vibration, turbulence, insufficient humidity) and physiological stress (insomnia, disorders, irregular diet, exposure to alcohol, nicotine, etc.). Determining the presence of psychological stress is more difficult. A pilot has a high probability of getting into an aviation accident at a time when he is affected by some personal factors (illness of a child, quarrel with his wife, troubles at work, etc.).

The impact of stress depends on the pilot himself, on his physical training, professional qualities and characteristics of his psyche. The selection of people who can resist stress is well established when selecting astronauts. In aviation, the use of this test is in its infancy.

Accident statistics help explain the behavior of a human operator. Recording conversations between pilots or pilots and ground allows for a detailed analysis of the situation and allows one to determine the absence or presence of stress. This is supplemented by the testimony of the pilot and other eyewitnesses to the incident.

Thus, modern aviation, among others, faces two tasks: firstly, reducing the likelihood of pilot errors and, secondly, reducing the consequences of such errors.

What and what should a future pilot be taught and how to do it more effectively?

In the Multi-Crew Pilot Training Program (MPL) and the Commercial Pilot Theoretical Training Program in educational institutions civil aviation approved by the Ministry of Transport of the Russian Federation, great attention is paid to flight safety issues and the prevention of aviation accidents. The state is allocating more and more funds to the education and training of aviation personnel. Ensuring flight safety is no longer of a narrowly national nature, but is considered on an international scale.

The trial and error method used in the early days of aviation has undergone fundamental changes. Experience gained in training techniques and innovations made possible by advances in technology are helping to reduce the incidence of aviation accidents. Aviation safety professionals have been well aware of the role of pilot training in preventing accidents since the pioneering flights of brothers Wilbur and Orville Wright.

In the 90s, I represented the interests of Aeroflot - Russian Airlines abroad. Airport staff came out to observe the approach, landing and takeoff of our planes. The “handwriting” of the pilots was recognizable and positively distinguished from other airlines. The professionalism of our crews was at a high level. The aircraft commander demonstrated his mastery of landing and takeoff. He PILOTED the plane. Now the situation is different. Line pilots do not fly aircraft, but perform the functions of an operator: they control systems and monitor their functioning.

The author of these lines worked during the USSR as the head of the Directorate of Educational Institutions of the Ministry of Civil Aviation. There were 26 educational institutions in charge that trained personnel for the Soviet Aeroflot: pilots, maintenance, electronics specialists, air traffic controllers, management and administrative staff, ground handling personnel, etc. Students and teachers performed first-class research work. The Ministry of Civil Aviation allocated large amounts of funds to ensure that civil aviation personnel received good education and training. The experience of education and training (retraining and advanced training) of aviation specialists has been widely used by international civil aviation. As M.K. Strickler, who once visited institutes and training centers, writes, there was significant progress achieved in the USSR in the field of personnel training, thanks, among other things, to the use of new training methods. The pilot training methodology was very thoughtful, since improper training could lead to irreparable consequences.

For our part, we studied the experience of training specialists in flight schools in the USA, France, Germany, Japan, Holland and other countries, and sent crews there for training and language training.

With the collapse of the USSR, the economy collapsed, and industrial education also collapsed.

Most Russian airlines do not operate Russian-made aircraft. In the 90s, pilots who had extensive experience in operating the Il-62, Tu-154 and Il-86 studied with foreign instructors at aircraft manufacturers Boeing (Seattle) and Airbus (Toulouse), leading European centers.

Now the Russian economy is being revived, design bureaus and institutes are being revived, and the aviation industry is being restored. The Superjet-100 (RRJ-100) aircraft arrives at operational enterprises. The task has been set to switch to aircraft produced at Russian enterprises: Tu-204, Tu-334, Il-114, MS-21, etc.

Accordingly, major changes are also taking place in the training and education of aviation personnel. The educational institutions are equipped with new aircraft for initial training Diamond DA-40 and DA-42, Cessna -172, Eurocopter AS350 helicopters and simulators for practicing skills on the ground.

IN state system surviving: Ulyanovsk Higher Aviation School (trains pilots, dispatchers), St. Petersburg University of Civil Aviation (trains pilots, dispatchers), Moscow State Technical University of Civil Aviation (trains dispatchers), Sasovo Flight School of Civil Aviation (trains pilots), Krasnokutsk Flight School civil aviation (trains pilots), Buguruslan Flight School of Civil Aviation (trains pilots), Omsk Flight Technical College of Civil Aviation (trains Mi-8 pilots), Yakut Aviation Technical College of Civil Aviation (trains Mi-8 pilots), Krasnoyarsk Aviation Technical College (trains Mi-8 pilots), Technical College of Civil Aviation (trains air traffic controllers).

Proper training is a critical element of safe, reliable and profitable aircraft operation. The purpose of training a flight crew member is to enable him to plan a flight in advance and carry it out without incident, and to respond adequately in the event of an emergency situation.

Aircraft pilot training includes elements of training as well as assessment. The purpose of the training is to develop certain behavioral patterns among flight crew members before they begin practical piloting.

The romantic approach to flight education has given way to a focused approach that aims to teach future line pilots to effectively operate complex flight instrument systems.

The transition to new programs in educational institutions of civil aviation of the Russian Federation (Theoretical training program for a commercial pilot and the Multi-crew pilot training program (MPL)) brought pilot training in educational institutions to a level corresponding to the qualifications of a commercial pilot (CPL), capable of performing the functions of a second pilot. pilot.

Much progress has been made worldwide in the design and use of flight training simulators. There is a trend towards a transition to pilot training using simulators. In the future, the training aircraft will be replaced by a simulator; this step will require not only well-designed training equipment, but also a comprehensive training system. One thing to keep in mind is that a simulator can provide more thorough training than an airplane. The piloting skills acquired in the simulator are adequate to the skills of piloting an airplane.

In flight crew training great value has a basic aviation education, which can be obtained at flight schools. There is a global trend of combining basic aviation education and general education received at a college or technical university.

I would like to hope that the Ministry of Transport of the Russian Federation will take measures to further supply new aircraft, helicopters and simulators to educational institutions for the initial training of pilots in subordinate educational institutions. It will raise the level of remuneration for instructors, engineering and technical staff of flight schools to the level of remuneration for similar specialists in operating enterprises. Will finance the writing and publication of modern textbooks, a set of which will be issued free of charge to each cadet.

Passengers, in order to feel more confident in the sky, need to plan a flight with a reliable airline and on those types of aircraft whose reputation is impeccable.

2015 became a record year for Russian civil aviation in terms of growth in flight safety.

Despite all the skeptical forecasts and sanctions against Russia, in 2015 there was a record increase inlevel of flight safety.

Last October, a conference of the Russian Association of Aviation and Space Insurers RAAKS took place. Vladimir Kofman gave a report on flight safety. Vladimir Kofman, Chairman of the Commission for the Investigation of Aviation Accidents in Air Transport of the Interstate Aviation Committee of the IAC.

From the diagrams presented in the report it is clear that the level of flight safety in Russia is steadily increasing, which is good news. Some kind of safety records were even set. The period covered in the report covers the period from 1957. The five-year period is taken as the basic time unit. That is, five-year periods are considered. 1957-1961, 1962-1966 and so on until our time. One of the charts clearly shows that the level of aviation accidents and disasters is constantly decreasing. Most low level accident rate was still in the USSR in the period before the collapse, that is, from 1987-1991, when aviation was still at its best, although aircraft equipment was rapidly becoming outdated by that year. This was probably due to proven maintenance and repair schemes. There were also highly qualified personnel, both flight and technical, who went through the Soviet school of multi-stage training and career growth.

In the next decade, the level of disasters and incidents sharply almost doubled. There were also a lot of reasons for this, and there is no point in citing them here.

But what is interesting and significant is that starting from 2001, the indicators began to decline, at first slightly, but by the five-year period from 2012 the indicators reached the level of 1987-1991. And in terms of aviation accidents, the indicators of our time are even significantly lower than the last five-year period of the USSR. The statistics of our time, after the collapse of the Union, also included the statistics of the CIS countries. Aviation accidents that occurred with heavy passenger aircraft with gas turbine engines were considered.

But, good indicators only apply to aircraft from 1st to 3rd class. For those who do not remember the standard classification of aircraft adopted in Russia, let me remind you: airplanes

• 1st class from 75 tons and more
• 2nd class from 30 to 75 tons
• 3rd class from 10 to 30 tons
• 4th class up to 10 tons
• Light aircraft
• Ultralight SLAs up to 495 kg.

So, positive and optimistic statistics concern aircraft of 1-3 classes, but then the indicators begin to decline.

For class 4 aircraft, the downward trend in accident rates remains, but accident rates are already significantly worse.

I think that the reader can draw his own conclusions. 4th class aircraft are aircraft, mainly international ones, such as An-2, L-410, An-38 and others.

The statistics for helicopters are not very impressive either. There is no trend towards a decrease in the level of safety. That is, helicopters in our time are the most emergency type of aircraft. And they will remain so for now.

Indicators for accidents and disasters in GA are quite stable. If the level of disasters in 2015 (10 months) is much lower than the level of the most emergency year of 2012, then in comparison with the level of 2013 it even increased.

Although these are just statistics. And for such a complex industry as aviation and flight safety, this is very relative information. There are too many factors that affect flight safety. For example, for GA statistics do not take into account the significant increase in the fleet of all types of aircraft, a significant increase in flight time, and other factors.

At the end of the article, I would like to recall the statement that Mark Twain made immortal: “There are three types of lies: lies, damned lies and statistics.”

And for those who believe in horoscopes:

2016 promises to be accident-free for aviation,

according to astrologers.

Happy holidays to everyone and all soft landings.

The Federal Air Transport Agency notes an increase in 2016 - 2017 in the number of cases of violation of the procedure for using airspace by unmanned aircraft aircraft(hereinafter - BVS): in 2016 - 41 cases, in five months of 2017 - 28 cases (for the same period in 2016 - 12).

Some of the incidents that occurred in 2016-2017 posed a threat not only to the safety of manned aircraft, but also to the safety of people on the ground. For example:

On 03/08/2016 and 11/03/2016 at Sheremetyevo airport, an unidentified UAV made an unauthorized flight, crossing two runways and then flying around the airport’s industrial buildings. On May 19, 2017, at Sheremetyevo Airport, a UAV flight was recorded over the parking area of ​​aircraft No. 84;

On 05/04/2016 in the Yekaterinburg region, while training the air part of the parade in honor of the Victory Day celebration, the crew of the helicopter leading the group discovered a dangerous approach to the right side of the quadcopter, and therefore was forced to perform a maneuver to avoid a collision (the UAV flew lower at a distance of about 12 m from the helicopter);

On July 6, 2016, at the State Museum-Reserve "Kulikovo Pole" (Tula Region), a UAV performed an unauthorized flight at low altitude, which threatened the safety of an excursion group of children. The owner of the UAV was detained by the security of the museum-reserve 1 km from the excursion site;

On July 28, 2016, the crew of a Boeing 737 aircraft, while landing, reported observing a BVS at a distance of 3 km from Runway 24 of Vnukovo Airport, which was flying at the level of the descent glide path;

09/02/2016 at Tyumen airport (Roshchino) a quadcopter flight was recorded over runway-12/30, control tower buildings and other airfield facilities;

On November 29, 2016, a collision occurred between a quadcopter performing an unauthorized flight in security zone Power lines, with high-voltage power line wires;

On March 24, 2017, an unauthorized UAV flight was recorded over the Perm Powder Plant at an altitude of 500 m;

On 05/05/2017, an unauthorized flight of a group of UAVs (about 20 quadrocopters) was recorded over the center of Krasnoyarsk at an altitude of 70 m;

On 05/09/2017, a UAV was launched in Khabarovsk, which unauthorizedly approached a group of aircraft performing a demonstration flight as part of ceremonial events dedicated to the celebration of Victory Day.

The greatest threat to flight safety comes from cases of unauthorized launch of UAVs in the area of ​​the airfield (heliport, landing site). According to available data, the majority of UAVs involved in violations of the rules for the use of airspace can be classified as amateur (with a maximum take-off weight of up to 30 kg), that is, used for private purposes.

Taking into account that amateur UAVs, as a rule, can be within the visual range of the external pilot and have a flight radius of 200 to 1000 m (with a flight duration of 15 to 25 minutes), we can count on the ability to timely detect and suppress violations of the use of air space. To do this, it will be necessary to analyze the procedures for monitoring the airfield area (video surveillance, patrolling) and operational interaction with departments and organizations responsible for law enforcement and security. According to information received during 2017, in 10 cases the persons launching the UAV were identified and detained.

Violations committed by private individuals can be attributed to the fact that they do not have all the information about the rules for using airspace and the danger factors associated with the launch of UAVs. The appendix to this information contains a summary of the requirements Russian legislation regarding the use of airspace, as well as ICAO recommendations on UAV flight safety.

In order to inform private UAV owners about hazardous factors related to UAV launches, and the prevention of violations, Rosaviation maintains interaction with aircraft modeling clubs, associations and associations whose activities are related to unmanned aircraft systems. One of the largest Russian public organizations in this area is the Association of Operators and Developers of Unmanned Aircraft Systems. It seems advisable for heads of civil aviation organizations to take into account the wide range of opportunities of this association for propaganda safe operation BVS, including joint work for the purposes of:

• prompt dissemination among airspace users of rules, norms, requirements and recommendations relating to the scope of use of UAVs and improving the legal culture of UAV operators;
• accumulation of operating (use) experience and formation of a statistical database of aviation accidents and incidents with UAVs;
• development and testing of methods for investigating, recording and analyzing the causes of aviation accidents and incidents with UAVs.

Brief information on the requirements of Russian legislation regarding the use of airspace, as well as ICAO recommendations regarding the safety of UAV flights

1. Requirements of Russian air legislation.
This section provides only brief information about the requirements of air legislation regarding the flights of unmanned aircraft (hereinafter referred to as UAVs). For complete information on the rules for the use of airspace, flight and training procedures and other flight safety requirements, please refer to the relevant regulatory documents. legal acts Russian Federation.

UAV flights are classified as airspace use activities. Physical or legal entity planning to launch UAVs, in accordance with paragraph 2 of Article 11 of the Air Code of the Russian Federation, must be granted the right to carry out such activities, as well as know and comply with the rules and procedures established by the air legislation of the Russian Federation in the field of use of airspace.

The procedure for using the airspace of the Russian Federation, including UAVs, has been established Federal rules use of the airspace of the Russian Federation, approved by Decree of the Government of the Russian Federation dated March 11, 2010 No. 138 (hereinafter referred to as FP IVP).

FP IVP for UAV flights establishes a permitting procedure for the use of airspace, regardless of the class of airspace in which the UAV flight is carried out.

The permitting procedure for the use of airspace implies sending the submitted aircraft flight plan to the operational bodies (centers) of the Unified Air Traffic Management System of the Russian Federation (hereinafter referred to as the AU ATM), as well as obtaining permission from the UE ATM center to use the airspace.

The use of UAV airspace is carried out through the establishment of temporary and local regimes, as well as short-term restrictions in the interests of airspace users organizing flights with unmanned aerial vehicles.

The forwarding of the submitted flight plan of the aircraft to the EU ATM centers is carried out by the airspace user in accordance with the Message Sheet on the movement of aircraft in the Russian Federation, approved by Order of the Ministry of Transport of Russia dated January 24, 2013 No. 13 (hereinafter referred to as the Message Sheet). Paragraph 9 of the Report Card provides for the possibility of submitting flight plans to EU ATM centers by telephone (fax).

According to paragraph 49 of the FP IVP, UAV flights over settlements are carried out if airspace users have permission from the relevant authority local government, and in cities federal significance Moscow, St. Petersburg and Sevastopol - permits from the relevant authorities executive branch the specified cities.

Below is summary information on standards and recommended practices of the International Civil Aviation Organization (ICAO) in connection with the new task of ensuring the safety of the use of UAVs.

The Global Aviation Safety Plan (ICAO Document No. 10004) notes that UA standards are a work in progress. Currently, ICAO activities are aimed at developing standards and recommended practices related to airworthiness, flight operations, operator certification, pilot licensing, air traffic management, flight safety, aviation security And environment. The release of regulations for the issuance of certificates is expected in 2018, and the remaining regulations starting in 2020.

On the official ICAO website on the Internet, a special section has been created dedicated to UAVs, in which you should pay attention to the following flight safety recommendations:

1. It is necessary to always keep the UAV within its visual visibility.
2. Make sure the UAV launch area is clear for flights.
3. Check the serviceability of your UAV before each flight. Plan your flight in advance and learn from others.
4. Carefully study the requirements and instructions of the UAV manufacturer.
5. It is necessary to always keep a long distance (exclude flights) in the areas of airfields, heliports, and landing sites.
6. Once you launch the UAV, you become a remote pilot. Therefore, you are responsible for preventing dangerous encounters and ensuring flight safety.
7. To carry out commercial transportation or work, special permission from the aviation authorities is required.
8. Prohibited:
   • carry out flights, including any type of maneuvering, which may create a danger to others;
   • fly over people, structures or vehicles;
   • approach closer than 50 meters to people, structures or vehicles;
   • fly at altitudes above 150 meters above ground level;
   • approach flying airplanes and helicopters.

A meeting of the Public Council under the Federal Air Transport Agency was held with the agenda: “On the state of flight safety in civil aviation of the Russian Federation in 2017 and January - February 2018.”

The meeting was attended by the head of the Federal Air Transport Agency Alexander Neradko, Chairman of the Public Council Nikolai Ivanovsky, members of the Public Council, representatives of the central office and territorial departments of the Federal Air Transport Agency, airlines, civil aviation research institutes and others.

The head of the Flight Safety Inspectorate of the Federal Air Transport Agency made a report on the state of affairs, preventive measures and ongoing work to ensure flight safety. Sergey Masterov. In his speech, he noted that the preventive measures taken by the Federal Air Transport Agency, as well as targeted work to ensure flight safety, made it possible to reduce the severity of aviation accidents.

Thus, in the period from 2014 to 2017, there were no aviation accidents that led to the death of people during passenger transportation on aircraft with a passenger capacity of more than 30 people. The total number of aircraft accidents during air transportation in 2017 did not exceed the average for the previous period from 2001 to 2016.

Sergei Masterov said that the state of flight safety in general aviation (GA) is of serious concern to the Federal Air Transport Agency. The number of aviation accidents with GA aircraft annually averages about 70% of the total number of aviation accidents with civil aviation aircraft. In 2017, 24 aviation accidents occurred with GA aircraft, including 13 accidents with the death of 26 people and 11 accidents. In 2016 - 36 (17 disasters with the death of 30 people and 19 accidents).

Continuous analysis of the causes and factors of aviation events that have occurred allows the Federal Air Transport Agency to quickly carry out work to prevent aviation events. Thus, during 2017, the Federal Air Transport Agency issued 24 orders on the implementation of flight safety measures based on the results of investigations of 34 aviation accidents, and also issued 20 information on flight safety, taking into account operational information on hazard factors during the operation and maintenance of aircraft flights.

Rosaviatsia sends proposals to the Russian Ministry of Transport regarding a set of measures to improve the regulatory legal regulation activities of civil aviation in order to ensure an acceptable level of flight safety. The Federal Air Transport Agency develops proposals for amendments (additions) to the air legislation on the basis of a systematic analysis of proposals received from airlines and civil aviation organizations, territorial bodies and divisions of the central apparatus of the Federal Air Transport Agency, as well as recommendations of commissions investigating aviation events. These proposals apply to absolutely all areas of civil aviation.

During the meeting of the Public Council, it was noted that the crash of the AN-148 of Saratov Airlines JSC in February of this year. is associated with a number of factors, including human and technical, including the lack of support for the operation of the aircraft by the developer of the aircraft. Also, at the initial stage of testing the An-148, the standard equipment included automatic activation of the PPD heating system when it was not turned on by the crew. The automatic system did not go into production; why is still unknown.

The investigation into the serious aviation accident continues. Its results, as well as a set of necessary preventive measures, are under the special control of the Public Council.

The Public Council noted that in order to increase the level of flight safety, systemic issues require solutions at the level of the Government of the Russian Federation, the Ministry of Transport of the Russian Federation, and the Ministry of Industry and Trade of the Russian Federation. This is the development and adoption of the State program to ensure flight safety in civil aviation, the determination of the acceptable level of flight safety in the state for a fixed period and the purpose official in the Russian Federation, responsible for the state of flight safety in the Russian Federation, which is the requirements of the International Civil Aviation Organization (ICAO).

Members of the Public Council expressed concern about the state of the regulatory legal field in the field of civil aviation, which has a great impact on flight safety, and recommend transferring part of the law-making powers on the formation and adoption of by-laws in the field of aviation activities to the Federal Air Transport Agency.

Members of the Public Council intend to make a request to consider the issue of adopting laws in the field of civil aviation in the presence of a mandatory package with draft by-laws, according to which the specific activities of all participants in the air transport process are carried out.