Russia Air Travel: Safe Class and Crash Class

Posted September 12th, 2011 at 3:36 pm (UTC+0)
6 comments

 

Above: Members of Yaroslavl’s Lokomotiv ice-hockey KHL team pose for a pre-season photo on August 21. Three weeks later, most of the men in this picture were killed when their Soviet-designed Yak-42 crashed into a Volga River embankment near Yaroslavl.  (REUTERS: KHL Handout)

 

Most nations have two classes of air travel: economy class and business class.
Russia has two categories: safe class and crash class.

Today, Russia mulls lessons learned from last week’s crash that killed 44 hockey players and coaches from Yaroslavl. It is the worst sports aviation disaster worldwide in a generation.

On an absolute level, Russia now has the world’s worse air safety record, topping the Democratic Republic of Congo. (Think Zaire). This year, seven airplane crashes have killed 121 people in Russia. In the Congo, three crashes this year have killed 106 people. However, Russia has far larger volume of air passengers than the Congo – about 60 million for Russia this year.

But the air crash rate for Russia and the Commonwealth of Independent States is now 7.5 crashes per 1 million flights, or three times the world average, according to the International Air Transport Association.

Burrow down into the statistics, and you will see emerge a two class system. Last year and so far this year, all of Russia’s fatal crashes have involved Soviet-designed passenger aircraft. Take these Soviet-era planes out of the equation, and Russia’s commercial air accident rate for the last two years falls to zero.

Russia today has 130 airlines. The top 10 carry 85 percent of passengers, overwhelmingly on Western-made Boeings and Airbuses. Looking only at Russia’s top 10 airlines, Russia’s current air accident rate again falls to zero.

The challenge for Russia is to supply safe air service to the largest country in the world.

After a two decade dip, air passenger traffic in Russia is finally returning to the levels of the last days of the Soviet Union. This year, the number of air tickets sold represents the equivalent of 40 percent of Russia’s population.

Russia's President Dmitry Medvedev places flowers at the site of a plane crash near the Russian city of Yaroslavl September 8, 2011. The passenger plane carrying a Russian ice hockey team to a season-opening match crashed after takeoff from Yaroslavl's airport the day before, killing 43 people and plunging the Russian and international sports world into grief. Reuters: Dmitry Astakhov

Russia’s 120 small airlines provide services to smaller cities and regions, areas that would be literally marooned in this continent of forest and snow.

World class safety rules and inspections that are now the norms in Moscow and St. Petersburg often do not reach regional airports and airlines.

In addition, smaller airlines are often run by post-Soviet entrepreneurs who take shortcuts on safety to maximize profits. Tales abound of small air companies that skimp on pilot pay and training and that fine pilots for cancelling flights, for using too much fuel, or for not landing on the first try.

This breed of air company executive flies planes until they crash.
I saw the results of this kind of entrepreneur years ago when I worked in Zaire. Across Central Africa, the edges of landing strips were littered with carcasses of planes that were flown until the ends of their useful lives.

After crashes in Russia, companies routinely claim ‘pilot error.’ (Blaming the dead is fashionable in Moscow this season, with victims ranging from an obstetrician killed by a speeding VIP car to Sergei Magnitsky, the whistle blowing lawyer who died in prison.)

This argument may be hard to make by Yak Service, the operator of the Yak-42 that crashed with Yaroslavl’s Lokomotiv hockey team. The plane’s captain had 1,500 hours of Yak-42 flight
experience. Yak-42s have a seating occupancy of 120. But this flight carried only 42 passengers.

But even with only one-third its passenger load capacity, a three kilometer runway, and three working engines, the aging Yak was unable to gain altitude. After the end of the runway, it fatally clipped a radio navigation beacon.

The 18-year-old plane was scheduled for “heavy repairs” later this year, according to Igor Levitin, Russia’s Transportation Minister.

In 2009, the European Aviation Safety Agency ranked Yak Service as the least safe of 35 Russian airlines flying to Europe. That ranking prompted the EU to ban the company from flying to Europe.

To turn around Russia’s air safety picture, President Medvedev has ordered bureaucrats to speed up existing plans to cut the number of Russia’s airlines. Recognizing that Russia’s aircraft industry is decades away from meeting airplane demand, he is cutting incentives for Russian companies to buy Russian-made planes.

With Russian air travel increasing by 12 percent this year, Boeing estimates that Russia and the countries of the former Soviet Union will buy 1,080 passenger aircraft over the next 20 years.

Oddly, as 100,000 people in Yaroslavl braved heavy rain Saturday to honor their hockey heroes, some anger was directed at Russia’s president. In a strange intersection of politics and sport, the
coffins of 19 players were placed on Lokomotiv’s Arena 2000 rink, a space where only two days earlier Mr. Medvedev had presided over his annual international political conference.

Because of the conference, Lokomotiv was forced to charter a plane to play its season opener out of town, in Minsk. On the Russian blogosphere, some fans are speculating that confusion at the regional airport on the first day of the conference, traditionally the airport’s busiest day of the year, contributed to the fatal crash.

In a nation where a lack of government transparency allows conspiracy theories to flourish, this question mark is bound to hang in the air for years to come.

Follow James Brooke on twitter: @VOA_Moscow

 

 

James Brooke
James Brooke is the Russia/CIS bureau chief for Voice of America. A lifelong journalist, he covered West Africa, Brazil, the American Rocky Mountain States, Canada, and Japan/Korea for The New York Times. A resident of Moscow since 2006, he was first Bloomberg bureau chief for the region. In 2010, he joined VOA. In addition to writing Russia Watch, his weekly blog, he also does video, radio and web reports from Russia and the former USSR.

6 Responses to “Russia Air Travel: Safe Class and Crash Class”

  1. ptitz says:

    Its sort of silly to speculate on causes of the crash, blame bureaucracy or absence of transparency before the official crash cause investigation is over. First of all, mechanical errors only account for about 1/5th of all aircraft accidents. And second, it seems odd to me is that pilot had attempted takeoff despite the fact that number of factors should’ve led him to abort it. Its especially odd to read comments made by president Medvedev, referring to better quality and safety record of western made aircraft. I agree that safety and maintenance procedures might be lacking in Russia but i dont agree that it reflects the status of aircraft manufacturing industry. So far the investigation showed that all components were tested before the flight and functioned properly up until the impact.

  2. Pyotr says:

    How many more should die to make Russians see where is the cause of the barduck(jumble) in this country!?

  3. Definitely believe that which you said. Your favorite justification appeared to be on the web the simplest thing to be aware of. I say to you, I definitely get annoyed while people think about worries that they just do not know about. You managed to hit the nail upon the top as well as defined out the whole thing without having side effect , people could take a signal. Will likely be back to get more. Thanks

  4. I must say that plane crashes out of pilot error is one serious problem that officials should take notice.

  5. With credit due, Hannah, this all started because of some idiotic comment that Carmen made. But she’s good at that.

About

About

James Brooke is VOA Moscow bureau chief, covering Russia and the former USSR. With The New York Times, he worked as a foreign correspondent in Africa, Latin America, Canada and Japan/Koreas. He studied Russian in college during the Brezhnev years, first visited Moscow as a reporter during the final months of Gorbachev, and then came back for reporting forays during the Yeltsin and early Putin years. In 2006, he moved to Moscow to report for Bloomberg. He joined VOA in Moscow in 2010. Follow Jim on Twitter @VOA_Moscow.

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