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From the manufacturer's website: http://www.uacrussia...dex.php?id4=897

 

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Protocol on the results of joint investigation of the SSJ100 #97004 accident signed

 

Today in Jakarta the National Committee for Transport Safety (KNKT) of Indonesia and the Russian side signed the protocol on the results of joint activity in investigation of the SSJ100 #97004 accident.

 

According to the signed document the preliminary analysis of the CVR data showed the following: indications of the failure of the aircraft’s systems and components were not discovered, the terrain and collision avoidance system T2CAS was functionally operative in flight and provided crew with information on the hazardous ground proximity.

 

Due to the fact that the flight data recorder (FDR) has not been found works on detailed analysis of the radar information of the air traffic control (ATC) will continue. This is necessary to plot the aircraft’s flight path and synchronize ATC and CVR data. The document signed by KNKT Chairman Tanang Kurniadi and Deputy Russian Minister for Industry and Trade Yuri Slyusar also noted the need to continue the search for the FDR. The Indonesian side will continue the search for the FDR.

 

“We highly value the professionalism of our Indonesian colleagues and their Russian counterparts that participated in the work of the commission. From our side, SCAC will ensure maximum collaboration in supply of any data necessary to conduct a thorough and comprehensive investigation of the accident” – said Vladimir Prisyazhyuk, SCAC President.

 

SCAC Press service

 

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They stitched up the body parts.

 

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Government hands Sukhoi victims to families

 

The Jakarta Post, Jakarta | Wed, 05/23/2012 11:14 AM

 

JPVJA1205230218p.jpg

Anguish: Relatives of the victims of the Sukhoi plane crash cry as they check the coffins of their loved ones at Halim Perdana Kusuma Airport, East Jakarta, on Wednesday. The government officially handed over the remains of all 45 Sukhoi victims to their relatives and representatives after finishing the identification process on Sunday. (JP/Jerry Adiguna)

 

Transportation Minister E.E. Mangindaan, representing the Indonesian government, handed over the remains of the Sukhoi Superjet 100 crash victims to their relatives at a ceremony at Halim Perdanakusuma Airport in East Jakarta on Wednesday.

 

Present at the ceremony was National Search and Rescue Agency (Basarnas) chief Air Vice Marshal Daryatmo, who had the minister sign a document officially accepting the victims' remains.

 

Also signing the document was a representative from the Russian Embassy in Indonesia, who accepted the remains of eight Russian victims on behalf of their family members and the Russian government.

 

Mangindaan delivered a short speech before handing the victims' bodies over to family members.

 

"On behalf of the Indonesian government, we send our deepest sympathies over the victims . We give them our prayers. May they be accepted at God's side and that He forgive all their sins and accept all their merits," the minister said.

 

"We pray that the families can be strong in accepting this disaster. This disaster is an accident we didn't want, but fate said otherwise."

 

The minister thanked the groups involved in the search.

 

"I would like to thank Basarnas, the Indonesian Military (TNI), the National Police, the Indonesian Red Cross (PMI), the student volunteers, the Nature Lovers Society (Wanadri), the people around Mt. Salak, and others who have provided support in helping with the evacuation process without even think of personal risks," he said.

 

Some 38 ambulances have been prepared, ready to transport the remains to their relatives’ houses for funerals.

 

Meanwhile, a Russian government plane will take the remains of eight Russians who died in the crash to Moscow on Thursday, a spokesman for the country’s industry and trade ministry says.

 

"It is expected that a RA-76840 plane, of the Russian emergency ministry, with the remains of the Russian citizens will take off from Jakarta on May 24,” the spokesman said.

 

"At 10:00 a.m. on May 23, the remains of the crash victims will be officially handed over to relatives and representatives from the Russian and US embassies at Jakarta’s Halim Perdana Kusuma Airport. Death certificates from the hospital, certificates of embalming, identification and examination protocols of the eight dead Russians have been handed over to the representatives of the Russian embassy.”

 

On May 9, the Russian-made aircraft smashed into Mt. Salak in Bogor, West Java, while on a demonstration flight, generally known in Indonesia as a "joy flight".

 

The plane had vanished from radar screens before an Air Force helicopter discovered the wreckage the following morning.

 

Of the 45 passengers, 35 were Indonesians and eight were Russians. A US citizen and a French national were also on board. No one survived.

 

The National Police previously said at least Rp 800 million (US$86,400) from the state budget has been spent identifying the victims of the Sukhoi plane crash.

 

The identification process started on May 12 and ended on Sunday. (png)

 

http://www.thejakart...s-families.html

Edited by Naim

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How do a pilot jump out from a pressurized passenger jet? Seems illogical.

 

In hindsight, no, the Sukhoi SSJ was not equipped with ejector seats.

 

But why not? Certainly wouldn't call it 'illogical'. Both the B-2 and the B-52 had ejector seats and both have almost commercial aircraft-like cockpit environment (no glass canopy, +overhead panels). The space shuttle and the planned buran also had one.

 

Wonder if the test pilot community (no matter how small) will ask for such seats to be fitted on prototype a/c in the future. Sure, it wouldn't save the lives of the unsuspecting joyride passengers but numerous test flights with zero pax have crashed before.

 

I recall the Tu-144, A330, the F-22(pilot survived), the Jetpod, the G650 and now the sukhoi. (Didnt count the A320 as the habshiem crash is post-production). Pilot error or not, is secondary. Lives should be saved first.

 

Many lives are lost and not remembered in the name of development and safety. Surely the value of a human life should be more than the incremental developmental cost associated.

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In hindsight, no, the Sukhoi SSJ was not equipped with ejector seats.

 

But why not? Certainly wouldn't call it 'illogical'. Both the B-2 and the B-52 had ejector seats and both have almost commercial aircraft-like cockpit environment (no glass canopy, +overhead panels). The space shuttle and the planned buran also had one.

 

Because it would be easier for them to cut a hole in the fuselage & have a chute for the engineers & pilots to escape from. The B-2 & B-52 was designed from the outset with ejection seats in mind so the engineering work was already done on the drawing board.

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Crashed Superjet was cleared below minimum safe altitude

 

 

 

 

 

Preliminary findings from the Sukhoi Superjet 100 crash inquiry show that the aircraft had been cleared to descend below the minimum safe altitude for the area.

 

Sukhoi had intended to conduct a 30min demonstration flight from Halim to Pelabuhan Ratu at an altitude of 10,000ft.

 

Indonesia's National Transportation Safety Committee states that air traffic control cleared the aircraft to depart runway 06 then, upon reaching 2,000ft, turn right to intercept the 200 radial from the Halim VOR beacon before climbing to 10,000ft.

 

After transferring to Jakarta approach control the crew was instructed to maintain this altitude. But two minutes later - and just 5min into the flight - the pilot requested descent to 6,000ft.

 

Indonesia's aeronautical information publication showed, however, that the minimum safe altitude was 6,900ft within 25nm of the Halim beacon.

 

The controller asked the pilot to repeat the descent request and, after he did so, acknowledged it. The pilot responded: "Descend to 6,000ft."

 

Two minutes later the pilot contacted Jakarta approach again, asking to make a right orbit, which was also approved at 6,000ft. The controller told investigators that, at the moment of this request, radar showed the aircraft was over a training zone at Atang Sanjaya about 17nm southwest of the Halim beacon.

 

But the aircraft was later found to have crashed into high terrain 28nm from the beacon, on the 198 radial. The impact site, on Mount Salak, was at a height of about 6,000ft.

 

The route selected for the flight was not a published airway, the inquiry points out, adding that the minimum off-route altitude was 13,200ft.

 

Weather information for the time of the accident - taken from a meteorological station about 7nm from the crash site - indicated a cloud base of about 2,000ft, with substantial cloud cover and cumulonimbus activity in the vicinity.

 

Investigators state that the flight-data recorder contains 22min of information from the flight, from engine start. But their preliminary findings have not detailed the operational status of the terrain-awareness and warning system or the various avionics and navigation systems on board the Superjet.

 

Neither pilot was found to have any traces of alcohol or drugs in their system. No distress signal was received by emergency services. The aircraft's emergency locator transmitter was found with its antenna detached.

 

None of the 45 occupants - comprising two pilots, a navigator, test-flight engineer and 41 passengers - survived the 9 May crash.

 

http://www.flightglobal.com/news/articles/crashed-superjet-was-cleared-below-minimum-safe-altitude-375001/

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Indonesia green lights Russia's Sukhoi jet to fly

(AP)

20 hours ago

 

JAKARTA, Indonesia (AP) — Indonesia has certified a Russian-made passenger jetliner as safe to fly in the country six months after the same model crashed into a volcano during a demonstration flight, an official said Wednesday.

 

The Sukhoi Superjet-100 was deemed airworthy last week by the country's general directorate of civil aviation, said Transportation Ministry spokesman Bambang Ervan.

 

The certification was based on a thorough validation process and has nothing to do with the crash investigation that's still ongoing, he said.

 

"It was granted after a careful validation process, which found the type has met all required standards," Ervan said.

 

In May, a Sukhoi Superjet-100 crashed into Mount Salak, a dormant Indonesian volcano, during a demonstration flight to impress potential buyers, killing all 45 people aboard.

 

Masruri, head of the Air Transportation Safety Division, said the investigation into the crash has been completed and the results are expected to be announced as soon as next month. He declined to provide any additional details. Like many Indonesians, he uses only one name.

 

Meanwhile, Sunaryo, an official from Sukhoi's representative office in Indonesia, PT Trimarga Rekatama, said the certification will allow delivery of the aircraft to its first customer in Southeast Asia, the Indonesian airline Sky Aviation, which has signed a deal for 12 planes.

 

He added that the first delivery is expected to arrive before the end of the year.

 

Another Indonesian company, Kartika Airlines, also ordered 30 aircraft, but the fate of that deal is not clear following the crash, Sunaryo said.

 

The Superjet is Russia's first new model of passenger jet since the fall of the Soviet Union two decades ago and is intended to help resurrect its aerospace industry.

 

http://www.google.co...695dd5f799cdd8b

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Crashed Superjet's pilot silenced terrain-warning system

 

Indonesian investigators have determined that the captain of a Sukhoi Superjet 100 inhibited the terrain-collision system, believing its alerts to be erroneous.


The terrain-awareness system initially sounded 38s before the aircraft struck the slope of Mount Salak on 9 May this year, killing all 45 occupants who were participating in a demonstration flight.


Investigators from the National Transportation Safety Committee found the crew had requested a descent to 6,000ft and to fly a right-hand orbit. This was "approved" by Jakarta air traffic control.


But the crew was distracted by "prolonged conversation" which was unrelated to the flight, says the NTSC, and the captain - who was flying - did not continue to change the Superjet's heading during the orbit.


"Consequently, the aircraft unintentionally exited the orbit," it adds.


The aircraft's terrain-awareness system started called "terrain ahead, pull up" about 38s before the crash, while the alert "avoid terrain" sounded six times.


But the NTSC says: "The [captain] inhibited the [terrain-warning] system assuming that the warning was a problem on the database."


Seven seconds before the impact with the mountain the aircraft's warning systems also alerted the pilot to the landing-gear not being deployed.


Analysis by the NTSC suggests the aircraft might have been able to avoid the impact up to 24s after the initial terrain warning.


The Superjet had been taking part in an Asian tour for potential customers, and a customer representative had been seated in the cockpit with the two pilots.


The aircraft departed Jakarta's Halim Perdanakusuma airport at 14:20 local time, turning right to intercept radial 200 from the airport's VOR beacon.


It climbed to 10,000ft en route for a demonstration flight planned over Bogor but the NTSC points out that available charts on board the aircraft "did not contain" information relating to the Bogor area and the surrounding terrain.


NTSC investigators says the descent request to 6,000ft was transmitted about 6min after departure and the aircraft struck Mount Salak, at a height of 6,000ft, some 6min later.


Jakarta's radar service has not established a minimum altitude for vectoring aircraft in certain areas, says the inquiry, and its system was not equipped with functioning minimum safe altitude warnings for the area surrounding Mount Salak.


It adds: "The crew were not aware of the mountainous area surrounding the flight path due to various factors, resulting in disregarding the [terrain] warning."

 

Source: Flightglobal

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Crashed Superjet was coded as fighter: investigators

 

Indonesian air traffic control was unaware that the crashed Sukhoi Superjet 100 was an airliner because it had been coded as a Sukhoi Su-30 fighter.

 

Flight-data personnel at Jakarta, having received a flight plan for the Superjet's demonstration, coded the aircraft as an Su-30 because the database being used did not include the twinjet.

 

Investigators probing the fatal Superjet crash on 9 May indicate that this misleading entry influenced a crucial decision to permit the airliner to descend to low altitude in a mountainous region, shortly before it struck terrain.

 

The inquiry also reveals that the aircraft was inadvertently set on its fatal collision course by the pilots who, distracted, failed to keep the aircraft turning during an orbit.

 

When Jakarta approach accepted responsibility for the Superjet during its flight, the controller checked the aircraft type through his radar display.

 

Owing to the coding, the data indicated that the aircraft was an Su-30. The controller believed the aircraft was a military fighter flying to the Bogor region for a test flight. Bogor is the location of the Atang Sanjaya military training area.

 

As the aircraft headed south from Jakarta the Superjet pilot requested a descent to 6,000ft and an orbit.

 

Indonesia's National Transportation Safety Committee says this request was based on the pilot's preparation for a runway 06 approach when the aircraft returned to Jakarta Halim airport. This approach differed from an earlier demonstration flight that day, which had used the opposite-direction runway 24.

 

Cockpit-voice recordings show that the captain explained to another individual on board that the descent and orbit were intended to bleed altitude in order to avoid being too high for the 06 approach.

The NTSC says the Jakarta approach controller was "not concerned" about the boundaries of the training area, which had an upper airspace limit of 6,000ft.

 

"The [controller] assumed that a military aircraft was eligible to fly in this area," it adds. "As a result [he] approved the aircraft to descend to 6,000ft."

 

While the earlier demonstration flight had turned left, northeast of Mount Salak, and headed back to Jakarta, the second flight instead performed a right-hand orbit which took its flightpath directly north of the peak.

 

Ironically, as the aircraft turned, the captain demonstrated the terrain-awareness function to a customer representative in the cockpit. Because the aircraft, at this point, was pointing northeast the terrain ahead was relatively flat, and the captain said there was "no problem with terrain at this moment".

 

To perform the orbit the pilot sequentially adjusted the heading selector - setting it to 333°, then 033°, 103°, 150° and 174°. Investigators believe the crew became distracted by discussions about fuel consumption with the customer representative, and did not notice when the Superjet dutifully rolled out onto its selected heading, 174°, which took it south towards Mount Salak.

 

By the time the pilots adjusted the heading selector again, to 325°, nearly a minute had gone by since the aircraft exited its orbit. The new heading turned the aircraft into the mountain peak, generating terrain-avoidance warnings which the pilots disregarded as being false.

 

None of the 45 occupants survived the impact. The NTSC says Jakarta approach had been busy handling several other flights and did not notice that radar contact had been lost with the Superjet for more than 20min. Only after the controller contacted Halim tower, the NTSC adds, did he realised the missing aircraft was a civil airliner.

 

 

Source: Flightglobal

 

Oh my.. a few factors..

  1. Wrong aircraft type code
  2. Cleared for a height probably not suitable for commercial airliner
  3. Pilot distracted due to conversation with customer

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Source: Flightglobal

 

Oh my.. a few factors..

  1. Wrong aircraft type code
  2. Cleared for a height probably not suitable for commercial airliner
  3. Pilot distracted due to conversation with customer

 

 

IMHO the factors in the article paints the whole picture, but the main reason / subject for this Controlled flight into terrain (CFIT) would be disregard of instruments by flight crew.

 

Why would they think the equipment was malfunctioning ? Is Russian technology so prone to failure ?

 

I thought after the Überlingen mid-air collision, the Russians have been trained to rely more on instruments over human directions. (ATC okay-ing 6000ft)

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"prolonged conversation unrelated to flight" - pilots erred in their professional duty, and paid their lives and others for it.

 

I remember reading that some airlines imposed a sanitised cockpit discussions to ensure pilots are not distracted from performing their duties.

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