Crash yak 42. Aviation accidents and accidents: list, causes, investigations. place. Crash at the Sknilovsky airfield

On September 7, 2011, the Yak-42 of the Yak Service airline crashed on takeoff near the Tunoshna airport in the Yaroslavl region. There were 45 people on board the aircraft, including members of the Yaroslavl hockey team Lokomotiv. According to the Ministry of Emergency Situations at 19.30 Moscow time, two people survived.

Cases of Yak-42 aircraft crashes were relatively rare.

May 26, 2003 crashed a Yak-42 belonging to the Ukrainian Mediterranean Lines company. The disaster killed 62 Spanish peacekeepers returning from Afghanistan. The tragedy occurred while landing for refueling at the Turkish airport of Trabzon.

According to the materials of the commission investigating the circumstances of the tragedy, the "human factor" became the cause of the disaster. The final document of the investigation notes that at the time of the crash, the crew had been in flight without rest for 23 hours, which is five hours more than allowed by Spanish standards. The pilot was overworked and did not comply with the air traffic controller's command to turn towards the sea, but turned towards the mountains, where he crashed.

December 25, 1999 The Yak-42 of the Cuban company "Cubana de Aviation" crashed about 200 kilometers west of Caracas (Venezuela).

The liner crashed into a nearby mountain during a landing maneuver over the airport of Valencia. This was followed by a strong explosion and a fire broke out. All 22 people on board were killed. Among the ten passengers, four were Cubans, four were Venezuelans and two were Dutch. According to experts, the tragedy occurred due to the mistake of the crew members, who did not know the features of the destination airport - Valencia.

December 17, 1997 A Yak-42 aircraft of the Ukrainian company Aerosvit crashed into the Pieria mountain range in northern Greece while trying to land at the international airport of Thessaloniki (Greece). 74 people were killed, including eight crew members. In 2005, a court in Greece found two air traffic controllers guilty of criminal negligence resulting in a plane crash.

November 21, 1993 A Yak-42 aircraft leased by the private Macedonian airline Aviaimpeks crashed in Macedonia. In bad weather conditions and in the dark, the plane crashed into a mountain two kilometers from the airfield of the city of Ohrid. The crew died, out of 108 passengers only one survived. The accident occurred during the landing approach due to an error in determining the height.
(according to RIA Novosti).

Summer 1992 Yak-42 crashed in the Chinese city of Nanjing. There were over 100 passengers on board the plane. The aircraft was purchased by China from the former Soviet Union in 1986 for $15 million through intergovernmental trade channels. Prior to the start of operation in China, he had two major overhauls. Chinese technicians independently serviced the liner, without the help of Russian specialists.
(according to the materials of the newspaper "Segodnya", 06/06/1994, Chinese Tu 154 crashed near Xian).

September 13, 1990 a Yak 42 crashed while flying from Volgograd to Sverdlovsk (now Yekaterinburg). The accident happened near the Koltsovo airport. Of the 128 people on board, four were killed.
(According to the materials of Rossiyskaya Gazeta, 06.02.1991, No. 24, Victims of an emergency are always specific. Will we learn to find specific perpetrators?).

According to our credible source, the commission has already established that the plane began to accelerate along the runway with the parking brake not turned off. This device is analogous to a handbrake in a car - it is used only while parking. The power of the engines is enough for the aircraft to move off while on the parking brake (just like some forgetful motorists start off on the "handbrake") and drive along the taxiway to the runway. But accelerating to takeoff speed is already becoming problematic.

Help MK Meanwhile

Errors when pilots do not release the parking brake, although rare, do happen. So, in 2005, the Boeing of the American company Kalitta Air could not take off at the Khabarovsk airport, because the crew did not remove the landing gear from the parking brake. As a result, the wheels collapsed, their fragments got into the engines. Fortunately, then there were no serious consequences.

In addition, the source told MK that, as follows from the decoding of the Yak-42 voice recorder, immediately before takeoff, the aircraft commander Andrei Solomentsev ordered the co-pilot Igor Zhevelov to take control, citing poor health.

The parking brake was supposed to be turned off by the commander. But, perhaps, at the time of the transfer of control, the pilots simply forgot about it and did not pay attention to the corresponding signal on the dashboard (it is not duplicated by a sound signal).

It is possible that when the Yak-42 began to accelerate to take off and could not pick up the desired speed, the pilots noticed an error and turned off the brake. By the way, theoretically, the flight engineer Alexander Sizov, who survived the crash, could also pay attention to the fact that the parking brake was not turned off, although he was loaded with work no less than the commander during takeoff.

Cabin "Yak-42". Parking brake handle. Photo: Anton Bannikov.

Why the crew decided to continue the takeoff rather than apply emergency braking can only be speculated. Perhaps the pilots hoped that the length of the runway would be enough for them - the plane started from half the runway, which is 1.5 km, while the Yak-42 needs 800 meters to take off. But it turned out to be too late. As a result, the plane was already taking off from the ground (it drove about 400 meters on the grass with its rear landing gear). In itself, this would not have caused a tragedy, but the plane did not have time to gain a safe height, it caught on the mast of the lighthouse, which led to the destruction of the liner.

According to "MK", ​​an official conclusion on the causes of the disaster may be prepared as early as Wednesday. Chairman of the Interstate Aviation Committee Tatyana Anodina reported to Prime Minister Vladimir Putin that the aircraft was in perfect working order and that even "one-time commands indicating aircraft failures have not yet been detected on the recording of the parametric recorder." In addition, according to her, before takeoff, the crew checked all the control channels of the aircraft and made sure that they were in good condition, the aircraft was not overloaded, and the weather conditions were normal.

Nevertheless, our source suggested that in the official conclusions to be announced, "the commission, for purely ethical reasons, will try not to put all the blame on the crew, but to find what could have gone wrong." Since the pilots themselves became victims of the disaster.

The Yak-40 plane crashed in the evening in Tashkent. Earlier it was reported that the An-24 plane crashed.

The plane crash killed 37 people - 32 passengers and 5 crew members. This is stated in a government message distributed in Tashkent late on Tuesday evening. Previously, information was received about 36 dead.

The aircraft belonged to Uzbekistan Airways (Uzbekistan Airways).

According to this report, at 19:27 local time, a Yak-40 plane on a Termez-Tashkent flight crashed near Tashkent airport while landing.
"It fell on the runway and exploded," Tashkent airport told Reuters.
The aircraft operated flight 1154 Termez-Tashkent.

"Black boxes" were found at the crash site of the Yak-40 plane at the Tashkent airport.
The Yak-40 plane crashed onto the runway in the immediate vicinity of residential areas of the city. The crash site is separated from nearby houses by no more than 100 meters. There were no reports of casualties among the population. The area where the plane crashed was cordoned off by police.
According to forensic experts, the bodies of all the victims were badly burned.

In particular, it became known that when landing, instead of a long-range drive, the crew went to land on a short drive. Moreover, at an altitude of 60 m, the pilots turned on the reverse - the brake system, which should be turned on only when the wheels of the aircraft touch the runway, since when the reverse is turned on, the shutters in the nozzles close.
When the crew realized their mistake, they tried to climb, but they no longer had the necessary 30 seconds, which are needed after the reverse is removed. The plane passed almost the entire runway at an altitude of 60 meters, thinking that this was the beginning of the runway.

The aircraft, flying the entire length of the runway, crashed into a concrete fence at a height of 2 m. For reasons not yet established, the Yak-40 chassis never touched the ground. Having broken through the fence, the plane caught fire and crashed into the Kara-Su canal.

According to Reuters, parts of the dead are scattered over a large area near the Tashkent airport. The agency correspondent witnessed how, a few hours after the disaster, rescuers collected parts of the bodies of the dead in large bags.

There is heavy fog in the airport area, but the airport management claims that the visibility was sufficient for the plane to land.
As Prosecutor General of Uzbekistan Rashitjon Kadyrov said, the landing gear of the crashed Yak-40 did not come out at a height of two meters, it hit the concrete fence of the runway and exploded. Previously, fog was considered the main cause of the disaster.
The General Prosecutor's Office of the Republic initiated a criminal case on the fact of the plane crash under Article 260, Part 3, paragraphs "a" and "b", of the Criminal Code of the Republic - "violation of traffic safety rules and operation of railway, sea, river or air transport, resulting in human victims,” Kadyrov said.

Speaking about the technical condition of the aircraft, Rashitjon Kadyrov said that the aircraft was manufactured in 1975, its service life was 38,000 hours, and 37,000 hours were worked out at the time of the crash. The last time the aircraft was repaired was in 1999 in Minsk. At the same time, more than a thousand hours of motor resources remained, the prosecutor general noted.

According to him, the aircraft was flown by an experienced crew. The crew commander - Alexander Aleksanov, born in 1960, a native of the Kemerovo region, had flight experience since September 16, 1977, Kadyrov said.

More than 100 people have been interrogated in the case. Passengers' personal belongings were confiscated from the scene of the incident, for which appropriate examinations are being carried out. The wreckage of the aircraft is being evacuated to an aircraft hangar, where they will be further inspected.

To investigate the circumstances and causes of the disaster, a government commission has been created, which has already begun work.

The leadership of Uzbekistan expressed condolences to the families and friends of the victims.
The representative of the State Civil Aviation Service (GSCA) Vladimir Masenkov said that the Uzbek Airways "is one of the strongest airlines in the CIS after the collapse of the USSR."
“It is very unfortunate that such a disaster occurred in this airline,” Masenkov said.
According to an employee of the representative office, the IAC will deal with the circumstances of the Yak-40 crash in Tashkent. The IAC includes specialists from all CIS countries. The Baltic countries are represented in the committee by observers.

The crew and passengers of the Yak-40 aircraft - 37 people, were burned alive in a plane crash on the airfield of the Tashkent airport.
Half-full fuel tanks exploded, leaving no chance for passengers and crew to survive.
According to preliminary data, there were no Russian citizens on board the Uzbek Airlines Yak-40 plane that crashed near Tashkent. The head of the consular department of the Russian Embassy in Uzbekistan, Konstatin Mineev, told RIA Novosti about this by telephone.

On board the Yak-40 aircraft was the head of the UN Office in Uzbekistan, Richard Conroy. This was reported to RIA Novosti by the press service of the UN headquarters in New York.

Among those killed in a plane crash near Tashkent was a representative of an American humanitarian organization, US citizen Richard Penner. This was announced to journalists on Wednesday by the Prosecutor General of Uzbekistan Rashitjon Kadyrov. Two Afghan citizens were also among the dead.

The Prosecutor General of Uzbekistan specified that 37 people died as a result of the disaster:
32 men, four women and one child (5 dead - the crew of the aircraft).

Today, there are several possible causes of the accident. In addition to the technical malfunction that Prosecutor General Kadyrov spoke about, bad weather could have led to a disaster: at the time of landing, there was such a thick fog at the Tashkent airport that the dispatchers advised the pilots of all flights to land in Samarkand.

Note that the words of eyewitnesses refute both of these assumptions: they claim that the plane caught fire while still in the air, and not after hitting the fence. In this case, there was obviously some kind of explosion on board the Yak-40, which means that a terrorist attack could have taken place. None of these versions can yet be ruled out.

Resolution of the Cabinet of Ministers of the Republic of Uzbekistan

On January 13, 2004, a plane crash occurred at the airport of Tashkent city of the Yak-40 aircraft of the NAC "Uzbekiston Havo Yullari", performing flight No. NU-1154 on the route Termez-Tashkent. 37 people were killed, including 5 crew members.

In connection with the tragic events that led to the catastrophe and death of people, the Cabinet of Ministers decides:

1. Create a government commission to investigate the causes of the crash.
Grant the Commission the right to involve in the investigation of the causes of the air crash and the elimination of its consequences specialists and experts from the relevant ministries and departments who can assist in the qualified performance of these works.

2. Government Commission:
- to organize work on the seizure and examination of the wreckage of the aircraft, the extraction and conduct of a forensic medical examination of the bodies of the dead, as well as the establishment of their identity;
- to ensure the delivery of the bodies of the dead to their relatives at the place of residence, to assist and take part in the organization and conduct of the funeral;
— conduct a deep investigation into the circumstances leading to the accident. the Prosecutor General's Office to initiate, in accordance with the law, a criminal case on the fact of the plane crash and ensure that the necessary operational and investigative measures are taken;
- to provide, in accordance with the established procedure, material and other assistance to the families of citizens who died as a result of a plane crash;
- to report on the results of the work done and proposals for eliminating such incidents in the future by January 25, 2004.

3. To declare throughout the country on January 15, 2004 a day of mourning for the citizens who died in the plane crash.

Chairman of the Cabinet of Ministers
Islam Karimov.

Also read the decision of the Air Crash Investigation Commission.

Information: NEWSru.com, Magnolia TV, Avia.ru, Uzreport.com
The photo shows the Yak-40 of another airline.

Boeing 747-200 crash

269 ​​dead

baaa-acro.com

On September 1, 1983, a Soviet Su-15 fighter shot down a passenger Boeing 747 of the South Korean airline Korean Air Lines, which deviated from the main route by 500 km and crossed the border with the USSR. The crash killed 246 passengers and 23 crew members, no one survived. Member of the US House of Representatives Larry McDonald was on board.

This incident caused a serious confrontation between the US and the USSR. According to an investigation by the International Civil Aviation Organization (ICAO), the most likely cause of the flight diversion was that the KAL007 pilots did not properly set up the autopilot and then did not perform proper checks to update the current position.

Tu-154 crash near Uchkuduk

200 dead

wikimedia.org

On July 10, 1985, regular flight No. 7425 Karshi-Ufa-Leningrad gained an altitude of 11600 m, lost speed, fell into a flat tailspin and collided with the ground near the village of Kokpatas, 30 km northeast of the city of Uchkuduk.

All 200 people on board were killed, including 9 crew members. This is the largest air crash in the history of Soviet aviation and Aeroflot in terms of the number of victims, as well as the largest air crash in the history of Tu-154 aircraft.

Tu-154 crash in Omsk

178 dead

votpuske.ru

On October 11, 1984, at the Omsk-Central airport, a Tu-154B-1 aircraft (tail number 85243), operating flight No. 3352 on the route Krasnodar-Omsk-Novosibirsk, collided with three airfield machines that were working on the runway.

The accident occurred due to the fault of the air traffic controller of the launch control center, who fell asleep at his workplace. Having allowed cars to enter the runway, he did not turn on the “Runway busy” light board.

This is the largest disaster in the history of Soviet and Russian aviation on the territory of present-day Russia.

Il-62 crash in Moscow

176 dead

wikimedia.org

On October 13, 1972, in the Moscow region, on the shore of Lake Nera, while landing at Sheremetyevo Airport, an Aeroflot Il-62 airliner crashed, performing an international charter flight Paris-Leningrad-Moscow.

The crash killed all 174 people on board (164 passengers and 10 crew members). At the time of the events, it was the largest air crash in the world.

The exact cause of the crash has not been established, the alleged cause is an incorrect altimeter setting.

Plane crash Yak-40 near Makhachkala - the crash that occurred on November 7, 1991 with the Yak-40 aircraft of the Yugavia airline, following the flight Elista - Makhachkala. While landing, the plane crashed into a mountain. 51 people died.

Events

On November 7, 1991, the Yak-40 aircraft flew S-519 Elista - Makhachkala. The crew consisted of 4 people: commander, co-pilot, flight mechanic and stewardess. At the Elista airport, 34 passengers were put on a 32-seat plane, and then another 13 stowaways were added. As a result, at 12.43 the plane took off from the Elista airport with an overload of 260 kilograms, although the balance of the plane was within acceptable limits.

The flight was supposed to pass through the points Aktur, Almar, Ronka and Kizlyar, and then go to the descent area for landing. The crew contacted the controller and requested permission to fly off the track and head straight for Kizlyar, bypassing Ronka. Probably, not wanting to complicate his work, the dispatcher of the North Caucasus Center forbade flying to Kizlyar, but at the same time he allowed the flight off the route. Later, the dispatcher informed the crew of their location and instructed them to proceed to Kizlyar, which was done.

The airliner entered the sector, so the crew switched to communication with the dispatcher of the Astrakhan center and reported to him about the flight at a flight level of 5700 meters and the estimated time of passing Kizlyar. In response, the dispatcher, violating the instructions for the flight operations of the Makhachkala airport, gave the command to follow off the track immediately to the Makhachkala drive. The crew knew that in this case they would have to fly over the Kanaburu mountain range, but nevertheless complied with the command, turning after the passage of Kizlyar to the drive of Makhachkala.

The Yak-40 descended to the flight level of 5100 meters and 100 kilometers from the Makhachkala airport and 35 kilometers to the right of the air corridor switched to communication with the approach controller and lied to him about entering the airport area along the air corridor. The approach controller, although he saw on the screen of the distant radar that the plane was actually at an unspecified boundary, did not take it to the established route and did not even indicate to the pilots their location. Instead, he, in violation of the instructions, gave the command to descend to a height of 1800 meters, although the aircraft in this case was descending into a dangerous sector for flights towards the mountain range, which had a height of 890 and 720 meters. Then, when the airliner was at an altitude of 1800 meters, 45 kilometers from the Makhachkala airfield and 23 kilometers to the right of the highway, the approach controller instructed to switch to communication with the landing controller. The crew confirmed the instructions, without specifying their location and going to the established track.

At 41 kilometers from the airport, the crew contacted the landing controller, who gave the crew the wrong location. The controller also gave permission to descend to a height of 1050 meters and head for the drive, although the instructions set a minimum height of 1800 meters. But the crew blindly began to follow the instructions and soon got into the zone of "blackout" by the mountain peaks, as a result of which the illumination of the flight on the radar screen periodically disappeared. Not seeing the backlight on the screen, the dispatcher gave the estimated location of the aircraft. Two incorrect messages in a row about the location of the aircraft misinformed the crew and gave them the erroneous opinion about the direction of the aircraft that it was approaching the established flight route. As a result, the crew continued to maintain their previous course, blindly trusting the data transmitted by the controller and not using the instruments on board that could suggest that the aircraft was flying into a mountainous area with higher peaks.

At 13:41 from the aircraft it was reported that the altitude of 1050 meters had been taken, to which the controller instructed to continue the flight. The crew was away from the landing course and could not fly to the marker, but at 13:42 the crew reported that the marker had passed, to which the controller, without checking the location of the aircraft, instructed to descend to a height of 400 meters according to the approach pattern. The aircraft was not equipped with a ground proximity warning system. The sky at that time was overcast with solid clouds, the height of which the crew did not know and believed that it was the same as above the airport - 980 meters, so they intended, after “breaking through” it, to switch to a visual flight and then build an approach maneuver .

Without reducing the vertical rate of descent, the crew began to turn left to enter the landing course, when just 5 seconds later at 13:42:56 an aircraft flying in the clouds at an altitude of 550 meters with a left bank of 20 ° crashed into a spur of Kukurt-Bash mountain (height 894 meters) 23 kilometers west of the Makhachkala airport, completely collapsed and caught fire. All 4 crew members and 47 passengers on board were killed. At the time of the events, it was the largest disaster with the Yak-40.

Air crash investigation

Based on the results of the investigation, the commission presented the conclusion:

The accident was the result of gross violations by the ATC personnel and the crew of the flight and ATC rules in mountainous areas, which led to the aircraft descending below a safe altitude outside the established pattern, a collision with a mountain and the complete destruction of the aircraft.