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1.18.1. Characteristics of the operation of A-310 airplane by
Sibir
In accordance with the 1998 Rules for Investigating Accidents and
Incidents (1998 RIAAI), issues concerning the flight and technical operation of
A-310 airplane by Sibir were studied and analyzed. The result of this work was
the corresponding report which describes several features of the operation of A-
310 airplane by the airline. The content of this report can be found below.
Sibir holds operator license no. 31 that was valid until Mar. 21, 2007.
Based on Decision № 157/007 of the aviation authorities of Russia of June 28,
2004, Sibir was authorized to operate the A-310 airplane.
The operation of A-310 airplanes started on July 7, 2004. In 2004 the
airline operated two airplanes. Since then, the number of airplanes has increased
to 9 (on July 9, 2006 the А-310 F-OGYP was in an accident). All aircraft are
operated under lease.
Out of the total A-310 fleet, three aircraft are registered in France and
six in Bermuda.
Airplanes with French registration: F-OGYQ (ser. no. 453)
F-OGYP (ser. no. 442)
F-OHCZ (ser. no. 475)
Bermuda registration: VP-BSY(ser. no. 430), VP-BSZ (ser. no. 468)
VP-BTJ (ser. no. 520), VP-BTK (ser. no. 427)
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
63
VP-BTL (ser. no. 487), VP-BTM (ser. no. 486)
In accordance with Art. 33 of the Air Code of the Russian Federation,
foreign-registered aircraft may be operated in airlines in Russia, provided the
state of the operator and the state of registration have signed an Agreement to
support airworthiness. This agreement between the aviation authorities of
Russia and representative authorities of Bermuda was signed and was in force.
With regard to the operation of French-registered A-310 airplane by
Sibir, a similar agreement between the aviation authorities of Russia and
France does not exist. The Agreement on the operation of French-registered A-
310 airplane at Aeroflot between the USSR and France had run its course by the
time Aeroflot stopped operating these airplane.
The intensity of operation increased as the number of airplane grew. If
the fleet's average monthly flight time in 2004 was up to 600 hours, then in 2006
this increased to 2,400 hours.
However, at the time, the number of incidents4 also increased as the
frequency grew. The average flight time per incident decreased more than
twice. A similar situation took place at Sibir during the 1998-2002 period when
the airline's volume of traffic on its Russian airplane fleet sharply increased. A
comparison of the flight safety level (by occurrence of incidents) of Sibir’s A-
310 airplanes and the fleet of similar airplanes in Aeroflot for the preceding
period (2000 - 2004) shows an approximate doubling of the ratio (flight hours
per incident) at Sibir. For a more accurate assessment, a comparison was made
of the ratio for the F-OGYQ and F-OGYP airplanes operated by Aeroflot until
2004 and by Sibir from 2004. The comparison showed that both airplanes were
flown by Aeroflot for 26,300 hours from 2000 to 2004, and there were 8
incidents during this time. Flight hours per incident were about 3,300 hours.
These airplanes at Sibir flew about 15,300 hours and there were 18 incidents.
The average flight hours per incident were 850 hours. So the level of safety
applied to the same airplane operated by Sibir compared to the level for Aeroflot
fell approximately 4 times.
Considering the tendency of the safety level of Sibir flights to fall as
traffic intensifies, for both Russian and Western airplanes, targeted
remedial measures have to be developed by the airline and government
inspection has to be made stricter, including examination of future
assimilation of other types of Western aircraft (B-737, А-319).
Special characteristics of flight crew training on the А-310 airplane
A comparison of Aeroflot’s A -310 FPTP with that of Sibir has shown
that in developing the A-310 FPTP, Sibir made several major simplifications
regarding the training and commissioning of airplane captains.
4 Hereinafter the meaning of the word "incident" is in accordance with the list of aviation occurrences that are
considered to be incidents as defined in the 1998 Rules for Investigating Air Accidents and Incidents. This list is
significantly bigger than ICAO’s list of types of incidents.
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
64
At Aeroflot, for example, virtually all airplane captains go through
training based on the program of co-pilots. They have specific experience in
operational flights as co-pilots on the A-310, after which they undergo special
　
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