Mack International Aviation Committee. Who and how divides the functions of the Interstate Aviation Committee? Assessment and certification of aerodromes and their equipment

Established on the basis of the intergovernmental “Agreement on civil aviation and on the use of airspace. In accordance with Article 8 of this agreement, the IAC is the executive body that ensures the implementation of the decisions of the Council on Aviation and the Use of Airspace, created by the agreement as an international governmental organization. Sessions of the Council are held at least once a quarter, and the drafts of their program and agenda are presented by the Chairman of the IAC and approved by the Council. The Chairman of the IAC is appointed by a resolution of the Council of Heads of State - members of the Economic Community (since 1991 this position has been occupied by T. G. Anodina).

For a long time, the IAC as the successor to the Soviet Commissions for the use of airspace, control air traffic and on state supervision of aircraft flight safety (in terms of functions agreed by the CIS states) dealt with a wide range of issues of certification in civil aviation and investigation of aviation accidents in the interests of sponsor states. Regarding the legal status of the IAC, there is different opinions, a number of lawyers believe that MAC is not a subject international law and cannot independently exercise any powers of authority, especially state functions of the Russian Federation or another CIS state. At the same time, MAC, as executive agency international governmental organization and its employees who are international personnel cannot be held responsible for improper execution their functions before the authorities state power Russian Federation or another CIS state.

Although the certification powers of the IAC on the territory of Russia expired in December 2015, the IAC AR continues to issue type certificates for interested CIS states. However, since 2015, the main task of the IAC is to conduct investigations of aviation accidents with civil aviation aircraft (in

According to Life, Prime Minister Dmitry Medvedev signed a decree establishing the International Bureau of Investigation of Air Accidents and Serious Incidents. The new structure is designed to fulfill the functions of the IAC, created back in 1991. The new structure will include specialists from Armenia, Belarus, Kazakhstan and Kyrgyzstan, which are members of the Eurasian Economic Union (EAEU). The doors to the new international organization are also open to other CIS countries.

Part of the functions of the IAC for the certification of aircraft, engines and airfields is planned to be transferred to the Ministry of Transport, the Ministry of Industry and Trade and the Federal Air Transport Agency.

Thus, according to the instructions of the Prime Minister, the functions of the IAC for certification of aircraft types will be transferred to the Federal Air Transport Agency, airfields - to the Ministry of Transport, and engines and propellers- Minpromtorg. Previously, these functions were delegated to the MAC, in fact, on a voluntary basis.

The government believes that, unlike the MAC, the new Bureau will investigate not only accidents, but also serious incidents that differ not only in consequences, but also in circumstances.

The main function of the new structure is an expert investigation into the circumstances of aviation accidents, says a Life source in the Government of the Russian Federation.

The Ministry of Transport of the Russian Federation notes that after the formation of national air legislation in Russia and other CIS countries, the 1991 agreement on the creation of the IAC "has largely lost its functions."

The new structure will include Armenia, Belarus, Kazakhstan and Kyrgyzstan - members of the Eurasian Economic Union (EAEU). Negotiations with the countries belonging to the EurAsEC took place throughout 2018. It was about their entry into the International Bureau of Investigation of Air Accidents and Serious Incidents.

According to Oleg Panteleyev, executive director of the Aviaport company, if the creation of a new investigation body is not hastily, the new bureau will have time to prepare personnel, scientific, technical and material base for its work. At the same time, maintaining cooperation with the IAC in this area will make it possible to use the achievements of highly qualified specialists and international contacts.

Life's sources in the aviation industry express another version of the creation of the International Bureau of Investigation of Air Accidents and Serious Incidents in the Eurasian economic union(EAEU). In their opinion, this is how the Federal Air Transport Agency is trying to take control of the system of independent investigations that the IAC has been conducting for 27 years.

Honored Pilot of the Russian Federation, Hero of Russia Magomed Tolboev says that he does not understand why create a new structure for the investigation of aviation accidents in the CIS countries and the Eurasian Economic Union (EAEU), if competent specialists worked at the IAC.

Experts link the problems of the IAC in Russia and with its legal status on the territory of the country.

On the one hand, MAC is federal agency executive power of the Russian Federation, responsible for the investigation of air accidents, and on the other hand, an interstate structure not accountable to Russia. This is the legal conflict.

The MAK, its officials, as well as the decisions they make are not under the control of the administrative and judicial system Russian Federation. Consequently, the MAC is a supranational body, absolutely free to make any decisions, which excludes legal mechanisms to involve it officials to liability, and also does not allow the use of the means of judicial and administrative protection of the violated rights of aviation entities provided for by the legislation of the Russian Federation, - lawyer Alexander Ostrovsky explained to Life.

Now the IAC is investigating all aviation accidents with aircraft of the states parties to the agreement, both on their territories and outside them, as well as within the framework of agreements concluded with other states. The main principle of the IAC investigation system is independence, which is in line with the recommendations of the International Civil Aviation Organization (ICAO), International Association air transport(IATA) and the Directive of the European Community regarding the independent investigation of aircraft accidents.

The Interstate Aviation Committee (IAC) was established on December 30, 1991. The parties to this agreement so far are the Republic of Azerbaijan, the Republic of Armenia, the Republic of Belarus, the Republic of Kazakhstan, the Kyrgyz Republic, the Republic of Moldova, the Russian Federation, the Republic of Tajikistan, Turkmenistan, the Republic of Uzbekistan and Ukraine.

The IAC itself refused to tell Life the details about the creation of a new structure.

Interstate Aviation Committee (IAC) does not comment on decisions government agencies Russian Federation, - said Life in the IAC.

According to Life, Russia may announce its withdrawal from the IAC at the next meeting of the executive committee, which will lead to a chain reaction.

It cannot be ruled out that, following Russia, representatives of other participating countries will also announce their withdrawal from the founders of the IAC. Then the organization will simply cease to exist, - said the interlocutor of Life, who is familiar with the situation.

The Interstate Aviation Committee (IAC) was established on a contractual basis on December 30, 1991. It is included in the ICAO Register of International Intergovernmental Organizations and registered in the Commonwealth of Independent States (CIS).

IAC is an intergovernmental organization sovereign states region of Eastern Europe who joined the Agreement on Civil Aviation and on the Use of Airspace, which was signed in Minsk (Republic of Belarus). As of the end

2005, 12 states are parties to the Agreement: the Republic of Azerbaijan, the Republic of Armenia, the Republic of Belarus, the Republic of Georgia, the Republic of Kazakhstan, the Kyrgyz Republic, the Republic of Moldova, the Russian Federation, the Republic of Tajikistan, Turkmenistan, the Republic of Uzbekistan and Ukraine. Two states - the Republic of Latvia and the Republic of Estonia - have the status of observers.

In accordance with the powers delegated by the founding states, the IAC is intended to serve the achievement of the goals of a unified policy and coordination of activities in the field of the use of airspace, air traffic control, certification of aircraft, airfields and equipment, investigation of aviation accidents, ensuring the unification of the Aviation Rules systems, development of a coherent policy in the field of air transport, coordination of development and implementation of interstate scientific and technical programs. Since the degree of delegation of powers of the IAC by the founding states is not the same, the nature of their participation in the activities of the IAC has significant differences.

The main activities of the MAC are:

development and formation of the structure of unified Aviation rules and procedures in the field of civil aviation and the use of airspace in the CIS region, as well as their harmonization with the Aviation Rules recognized by the World Aviation Community;

creation and maintenance of the unified certification system aviation technology and its production, its harmonization with other international systems;

preservation for the CIS member states of a professional independent body for the investigation of aviation accidents, which ensures an objective investigation of aviation accidents not only in the territories of the Commonwealth states, but also beyond their borders;

protection for the CIS countries of the air transport services market through interstate agreements and agreed regulations in the field of tariffs and mutual settlements;

coordination of interaction between authorities in emergency situations and in zones of local military conflicts on the territory of the states-participants of the Agreement;

the fight against unlawful interference in the activities of civil aviation;

development international cooperation with states and international organizations civil aviation in order to integrate the States Parties to the Agreement into the global aviation community.

Almost a detective story! And, it seems, with the continuation ... In November 2015, the government of the Russian Federation decided to redistribute the functions of the Interstate Aviation Committee (IAC) between the Ministry of Transport, the Federal Air Transport Agency and the Ministry of Industry and Trade.

According to this decision, the functions of determining the procedure for certification of international and commercial airports, types of aircraft and a number of other important aviation systems were transferred to the Ministry of Transport. The process of certification and verification of certification requirements should be carried out by specialists from the Federal Air Transport Agency. The Ministry of Industry and Trade received the authority to certify enterprises related to the production of aircraft. And an incomprehensible fuss began.

The pressure on the IAC began when, as part of the development of the Federal Law-253 of July 21, 2014, amendments were made to Art. 8 of the Air Code of the Russian Federation in terms of empowering the Federal Air Transport Agency to issue permits to developers and manufacturers of civil aircraft.

Without logic

Since the initiators of the changes did not imagine how the “innovations” would start working in practice, with the adoption of this law, the previously existing government documents, according to which the MAK performed the functions of an authorized body for certification of developers and manufacturers in the Russian Federation, were not canceled or changed. And the Aviation Register of the IAC continued to work in all directions. The final start to the previously adopted decisions was given in November 2015.

According to aviation experts, the situation unfolding around the IAC has no logic. After all, the entire contractual base with EASA, FAA and ICAO hangs on it. When transferring the functions of the Federal Air Transport Agency, all of it "flies", not only in Russia, but throughout the entire aviation space former USSR. The IAC is the regulator of the entire post-Soviet space and acts on behalf of all former parts of the Union in the external aviation sector. Even Ukraine, which, in defiance of Russia (by the way, it was under Viktor Yanukovych) introduced its own register system, then, having come to its senses, did not begin to break ties with the IAC. Having started the process of creating a national register, she ran into the impossibility of creating an external contractual and legal base in the global aviation space, which the IAC has.

Drawn certificates

At the end of 2015, the head of the government of the Russian Federation, Dmitry Medvedev, made the final decision on the actual liquidation of this institution. It should be noted that Mr. Medvedev has long disliked MAK. After the crash of the Yak-42 aircraft in Yaroslavl, it can be said that Medvedev stopped the operation of this type of aircraft. POPPY considers: the equipment was in order, but there are questions about the work of the Federal Air Transport Agency. I remember that then the testing of flight schools began, they caught someone on fictitious diplomas and false certificates. But the matter was hushed up.

In connection with this disaster, Alexander Neradko, head of the Federal Air Transport Agency, supported by the Ministry of Industry and Trade, launched an attack on the MAK. Minister Denis Manturov has his own interest. He repeatedly tried to push through the IAC the issuance of a developer and manufacturer certificate for the Russian Helicopters JSC (VR) he created. And I regularly received an answer: for certification in accordance with AP-21, it is required to prepare Required documents(including real material production). But BP is a bureaucratic superstructure of about 800 people. She is an ordinary shareholder of a number of helicopter assets, each of which has its own production certificates.

and / or the development of aviation technology, does not have on its balance sheet. After several attempts to persuade the leadership of the MAC, Manturov, apparently, began to “draw” certificates from the Ministry of Industry and Trade himself. But it’s just that no one outside of Russia still recognizes them. However, this does not prevent companies from selling them at a reasonable price, receiving fees for "certification".

What will destruction lead to?

The interest in the “overclocking” of the MAK was also federal Service for Military-Technical Cooperation (FSVTS), which, together with BP, came up with its own system of external "military certification" of repair enterprises. Although it seems that this is a completely illegal act, since in other countries military trade and repair services are regulated in the same way as in the Russian Federation, at the level of special national regulators.

Thus, it turns out that the group of persons interested in the liquidation of the IAC is Denis Manturov (Minister of Industry and Trade), the leadership of the FSMTC and Alexander Neradko (Rosaviatsiya), and headed it on behalf of Dmitry Medvedev Arkady Dvorkovich. This group organized the “collision” with the MAK.

Undoubtedly, in many areas there are questions about the activities of the IAC and its leader, Tatyana Anodina. But this cannot be the reason for the destruction of the whole interstate institution, on which the entire contractual base on aviation issues rests. The destruction of the IAC will entail the collapse of the entire external contractual base, not only for the Russian Federation, but also for the countries of the former USSR.

The Ministry of Industry and Trade switched the arrows

Against the backdrop of striving Russian authorities to integrate the states of the former Soviet Union into a single system, the collapse of the IAC (a ready-made integrator of the aviation space) looks like the absence of any elementary state logic.

The Ministry of Industry and Trade, having faced big problems in matters of reorganization, has already switched the arrows to the Federal Air Transport Agency. And Russia sent out official notification notes that the functions of the IAC are being transferred to the Federal Air Transport Agency. But not a single one received a positive response.

The organizers of the destruction of the MAK did not attach importance to the fact that aviation security issues are not regulated by notification. There is a bilateral principle of recognition of qualifications and other attributes of this direction.

The US and the EU have aligned their positions for eight years, and this is with a completely favorable attitude. No one knows how many Alexander Neradko will join them in the current conditions of Russia's confrontation with the West.

To create a contractual framework with EASA, it is necessary to sign an intergovernmental agreement with the European Commission. But this a big problem, because if at least one EU state is against it, then Russia will not see such an agreement.

And before it's too late, this process must be urgently stopped. Since the decision to transfer the functions previously performed by the IAC to the federal executive authorities of the Russian Federation, the proper execution of the powers assigned to the Ministry of Transport, the Ministry of Industry and Trade and the Federal Air Transport Agency in accordance with the Decree of the Government of the Russian Federation of November 28, 2015 No. 1283 has not been organized.

In the zone high risk

The Russian aviation industry is at high risk of zeroing the export potential for civil aviation products (SSJ, MS-21 programs, Mi-172, Mi-171A1, Ka-32A11BC helicopters, etc.) at least throughout the entire period of work on recognition new system certification. Considering that in modern world exists high level competition in the aviation sector, it can be assumed that the reformatting of aviation regulation will be used by external competitors both in the global market and to obtain preferences within Russia in exchange for even partial recognition of the new certification system.

To get out of this situation, it would be useful to cancel earlier decisions made and return to the already created system based on the IAC, carry out a change of leadership within the framework of Russian law in this organization. And also to convene the Council on Aviation and the Use of Airspace. Approve a new candidate for the post of chairman. Adopt updated rules of procedure for the work of the Council. But the professional competence of the new leader must be recognized by ICAO and other international aviation structures. Lawyers and effective managers' will not be accepted there.

The Interstate Aviation Committee (IAC) is the executive body of 11 states of the former USSR (Commonwealth of Independent States) for functions and powers delegated by states in the field of civil aviation and the use of airspace.

The European Aviation Safety Agency (EASA) is an agency European Union on the regulation and execution of tasks in the field of civil aviation security.

The Federal Aviation Administration (FAA) is the central authority government controlled USA in the field of civil aviation.

The International Civil Aviation Organization (ICAO) is a specialized agency of the United Nations that establishes international norms civil aviation and coordinating its development in order to improve safety and efficiency.

The Federal Service for Military-Technical Cooperation (FSMTC of Russia) is the federal executive body of Russia, exercising control and supervision in the field of military-technical cooperation in accordance with the legislation of the Russian Federation.

Often in news feeds, on news sites, the abbreviation MAK flashes in connection with aviation topics, as well as investigations of major air crashes. Let's try to understand the activities and purpose of this department, what it does, what powers it has.

The official website of the International Aviation Committee positions its work as a service to achieve the safety and systematic development of civil aviation, as well as to increase effective use aviation space of all states that have become participants in this program.

History of creation. Development process

Created at the end of 1991 between 12 independent states former USSR, on the basis of a special agreement, the interstate aviation committee began to monitor and control compliance with the following standards:

• unified aviation rules;
• a unified certification system for the use, as well as the production of airliners;
• airworthiness standards;
• assessment of the category of aerodromes, their equipment;
• independent investigation of air crashes and accidents;
• organization together with the coordination of airspace development and management.

In the summer of 1992, the IAC Aviation Committee was included in the list of intergovernmental organizations, which confirms its activities as consistent with all international and national laws of the participating countries.

A sign on the MAK building

Main participating countries

To date, included interstate committee consists of eleven states. Here is their list:

1. Armenia;
2. Kyrgyzstan;
3. Kazakhstan;
4. Azerbaijan;
5. Belarus;
6. Russia;
7. Moldova;
8. Uzbekistan;
9. Turkmenistan;
10. Tajikistan;
11. Ukraine.

The main activities of the Committee

Of course, with such a vast territory covered by the participating countries, the activities of the committee are very diverse. Let's dwell on its main directions.

Carrying out certification of production of aviation equipment

To ensure safety and airworthiness, a regulatory framework was created for stage-by-stage certification, adapted to many world standards.

It is according to it that not only aircraft and aircraft engines of the participating countries, but also their elements are certified. After passing this procedure, a single certificate is issued, valid and recognized in the territory of these countries, but also in the following states:

• Canada;
• Iran;
• India;
• China;
• the European Union;
• Brazil;
• Egypt;
• Mexico;
• Indonesia and others.

Assessment and certification of aerodromes and their equipment

The established base of rules, approved by all countries that are members of the interstate committee, allows it to issue certificates for all types of airfields accepted throughout the territory of this structure.

Conducting independent investigations

The IAC conducts an investigation of air crashes when they occur with all airliners of the participating countries, not only on their territory, but also outside it. The main principle is the independence of the research, as recommended in international practice.

Coordinating the development of civil aviation

The formation and implementation of interstate policy, the creation of economic interest, affordable competitive ability is the most significant part MAC work. This includes the following areas of cooperation:

• training of high-level specialists;
• development of tariff policy;
• simplification of customs procedures;
• interaction in emergency situations;
• aviation medicine;
• countering aviation terrorism and more.

Headquarters building in Moscow

Restriction of activities and deprivation of many powers

For more than 23 years, he has been conducting an international aviation accident investigation committee, certifying airliners, airfields and airlines. But after certain circumstances, at the end of 2015, by order of the Government of Russia, almost all certification activities were transferred to the Ministry of Transport and the Federal Air Transport Agency, and the IAC was deprived of its powers. Despite this, the Committee continues its work.

Reasons for distrust

One of the areas of work of the IAC was the investigation of aviation accidents. It was the distrust of the results of these investigations that caused the limitation and redistribution of the committee's powers between other structures. Russian aviation. Let's consider some of them.

1997, route Irkutsk-Fanrang

After takeoff, the plane fell on a residential area, and the reason was the failure of three out of four engines at once. The IAC cited airliner overload as the main cause, along with pilot error. He also carried out the certification of this vessel a little earlier. Experts agree that the main reason for the fall is a malfunction of the engines.

Tu-154M on the Crimean Peninsula

In the fall of 2001, during joint military exercises on the Crimean peninsula, a Ukrainian missile shot down a plane of Siberia Airlines. Despite the conclusions of the IAC, the Kyiv court rejected the carrier's claim for damages, appealing to their unreliability. As a result, financial issues have not been resolved to date.

IAC showed how recorders decipher

Route Yerevan - Sochi 2006

More than 120 people died in the crash of an Armavia airliner over the Black Sea. The Interstate Committee points out the inadequate actions of the pilots as the main reason. Experts also point to the absence in the report of the committee of information about the quality of the meteorological equipment of the airfield, which could be the main cause of this disaster.

Flight from Poland 2010

A government plane from Warsaw crashed in Smolensk with 96 passengers on board. Despite the participation of foreign experts in the investigation, the IAC in its final report points out the incorrect actions of the pilots and their insufficient training as the main cause of the disaster. The Polish group, together with other experts, point out the technical shortcomings of the Severny airfield in Smolensk.

The main claims to MAC

In his book, test pilot V. Gerasimov highlights a number of main complaints about the work of the interstate committee in the investigation of air crashes, which became the main reasons for limiting this activity:

• delaying the investigation, up to several years;
• the certification of ships and the investigation of the causes of the crash by the same organization leads to unreliability and inefficiency of the conclusions;