A crashed plane 2 years before the disaster
Information about flight 9605
Airplane
| External images | |
|---|---|
| Aircraft RA-65691 shortly before the disaster | |
Tu-134A-3 (registration number RA-65691, factory 63195, serial 57-03) was produced by the Kharkov Aviation Plant on April 29, 1980. On May 7, 1980, it was transferred to the Aeroflot airline (from May 7, 1980 to August 21, 1984 - MGA USSR, 235th Separate Representative JSC, from August 21, 1984 to August 1993 - MGA USSR, North Caucasus UGA, Volgograd OJSC). From March 1993 to August 4, 2000, it belonged to the Volga-Aviaexpress airline (from August 25, 1998 to August 4, 2000, it was in storage). On August 4, 2000, it was purchased by the Kazan airline "Tatarstan", from which from February 28 to August 27, 2001 it was leased to the Cheboksary AP - Chuvashia. In March 2011, it was purchased by RusAir airline. Equipped with two D-30-III bypass turbojet engines from the Perm Motor Plant. On the day of the disaster, the airliner had completed 20,977 takeoff-landing cycles and had flown 35,591 hours.
Crew and passengers
The plane was flown by an experienced crew, the composition of which was as follows:
- The aircraft commander (PIC) is 44-year-old Alexander Ivanovich Fedorov. Experienced pilot, worked for RusAir airlines for 3 months (since March 2011). He flew the Mi-8 helicopter and the An-2 aircraft. In the position of commander of the Tu-134 - since 2008 (before that he flew it as a co-pilot). Flew 8,501 hours, 3,158 of them on a Tu-134 (1,627 of them as PIC).
- The second pilot is 40-year-old Sergei Nikolaevich Karyakin. Experienced pilot, worked for RusAir airlines for 7 months (since November 2010). He flew the An-2 plane. As a Tu-134 co-pilot since April 2007. Flew 2846 hours, 1099 of them on Tu-134.
- The navigator-instructor is 50-year-old Amanberdy Ataev. Worked at RusAir airline for 10 months (since August 2010). As a navigator he flew the An-24 aircraft. He has served as a Tu-134 navigator since March 1985, and as a Tu-134 navigator-instructor since 1997. Flighted 13,699 hours, 13,464 of them on the Tu-134.
- The flight mechanic is 56-year-old Viktor Evgenievich Timoshenko. Worked for RusAir airlines for 5 years (since July 2005). As a flight mechanic he flew the Yak-40 aircraft. In the position of Tu-134 flight mechanic - since December 2001. Flew 11,231 hours, 2,494 of them on Tu-134.
Three flight attendants worked in the aircraft cabin:
- Yulia Sergeevna Gurina, 28 years old.
- Elena Nikolaevna Erofeeva, 27 years old.
- Yulia Sergeevna Skvortsova, 24 years old.
The crew also included aircraft technicians Alexander Alexandrovich Fedorchenko (44 years old) and Mikhail Nikitich Karpuk (57 years old).
In total, there were 52 people on board the plane - 43 passengers and 9 crew members. One of the passengers was FIFA referee Vladimir Pettai.
Chronology of events
Preceding circumstances
On June 17, 2011, RusLine airline flight RLU-243, which was supposed to take place on June 20 of the same year on the Moscow-Petrozavodsk route, was duly replaced by RusAir airline flight TsGI-9605 on June 20, 2011 on the Moscow-Petrozavodsk route. Petrozavodsk on a Tu-134A-3 aircraft, board RA-65691, which accepted passengers on all previously sold air tickets. The aircraft was replaced in connection with the planned increase in passenger traffic on the Moscow-Petrozavodsk-Moscow line, in connection with which a decision was made to increase the number of passenger seats on this flight from 50 to 66. RusLine Airlines carried out air transportation on Bombardier CRJ-100 aircraft /200 in a 50-seat configuration (there were no Tu-134 aircraft in the RusLine airline fleet). According to other sources, RusLine airline did not have enough aircraft to carry out regular transportation, because Flight changes have been made before. In addition, at the time of departure on June 20, 2011, 47 tickets were sold for this flight, and as of June 17, 2011 - 35 tickets, which did not indicate a sharp increase in passenger traffic.
Departure from Moscow
Flight TsGI-9605 took off from Domodedovo Airport at 22:30 MSK (18:30 UTC). The weather forecast for Petrozavodsk included: ground wind 120°, 4 m/s, visibility 3000 meters, at times deteriorating to 1500 meters, light rain, haze, significant cloudiness of 5-7 octants with a lower limit of 120 meters, at times 90 meters, overcast 8 octants with a lower limit of 3000 meters. When transmitting weather data, the weather forecaster on duty at the Petrozavodsk airport warned the commander of his intention to prepare an adjustment to the forecast, as he expected worsening weather in the airport area. According to the current regulations, changes in the weather forecast are transmitted to the crews upon their requests, which the crew of flight 9605 did not make before takeoff, despite the departure delay of 20 minutes. For the main part of the route from Moscow to Petrozavodsk, flight TsGI-9605 flew at a flight level of 9100 meters.
Approach to Petrozavodsk
At 23:10, at the request of the crew, Petrozavodsk-Tower dispatcher Sergei Shmatkov transmitted information about the actual weather of Petrozavodsk for 22:00 to flight 9605: ground wind 80°, 2 m/s, visibility 2100 m, overcast, at the main point 140 meters, on the near drive 200 meters, MKpos = 12°. The actual weather did not correspond to the airfield operating minimum approved by the operator (RusAir airline), however, the PIC unreasonably continued the flight to the destination. After complete pre-landing preparations, at 23:20 MSK the crew began their descent.
At 23:28, the crew lowered the aircraft to 4,500 meters and received permission to descend to a transition level of 1,500 meters. At 23:30 the crew was given the actual weather: calm, visibility 2100 meters, haze, overcast, at the main observation point (OPP) 130 meters, at the BPRM - 170 meters. Flight 9605 made an approach at a heading of 12° in conditions of low clouds and poor visibility, while deviating from the calculated vertical descent profile and landing course. At that moment, at the Petrozavodsk airport, according to official weather observations, the height of the cloud base (VNGO) was 120-150 meters, the visibility range was 2100-2500 meters. The minimum (minimum descent altitude × visibility range) of the Petrozavodsk airfield, indicated by the airport in the NOTAM, for civil aircraft of class C, D according to the OSP (the main landing system - far and near positioning radio beacons) with fixation of the glide path entry point, was with a landing course of 012 110 ×2100 m. At the same time, the officially observed weather (120×2100 m) did not correspond to the operational minimum of Petrozavodsk airport (165×3500 m), approved by the operator, and in accordance with the Federal Aviation Rules “Preparation and execution of flights in civil aviation Russian Federation"(FAP-128) did not give the right to the PIC to carry out the descent and approach. However, in violation of FAP-128, the crew was guided by the minimum specified in the NOTAM.
At 23:32 at an altitude of 2700 meters, the PIC turned off the side channel autopilot and subsequently piloted in manual mode. At 23:33, the crew reported the altitude (1500 meters), set the airport pressure, adjusted the ARC No. 1 and No. 2 to DPRM and BPRM and continued to descend to 900 meters. At 23:35 the crew received permission to descend to 500 meters. After completing the fourth turn, the plane found itself four kilometers to the left of Runway No. 01 of Petrozavodsk Airport. The starting point for the fourth turn entered into the system was 1.6 km from the runway, while the required lead to start the turn is 3-3.2 km. The southeast wind of up to 9 m/s also contributed to the exit from the turn with lateral deviation. After exiting the turn with a lateral deviation in order to reach the runway alignment, the navigator gave the commander the command to perform a turn to the right on a course of 30°.
Decline
At 23:36, at the command of the PIC, the flight engineer lowered the landing gear. At 23:36:40, the navigator reported that the runway was 21 kilometers away and the plane was 2.3 km to the left of the runway alignment. At 23:37:28, the dispatcher informed the crew that they were 18 km away from the runway and that the aircraft was on a landing course. At 23:37:35 the commander took a heading of 15° (taking into account the left drift angle of 3°). At the command of the PIC, the flight mechanic began to lower the flaps, first to 20° and then to 30°. At the end of the flap extension, the navigator informed that the distance was 500 meters to the TVG and that the aircraft was strictly on the runway alignment. When the flaps were extended, the flight altitude of flight 9605 increased from 500 to 550 meters due to the fact that the PIC did not timely compensate for the increase in wing lift when the flaps were extended by deflecting the steering column " Push».
After the navigator's information that the aircraft was at the glide path entry point, the PIC, maintaining a magnetic course of 16°, from an altitude of 550 meters began to descend at a speed of 290-300 km/h with a calculated vertical descent speed of 4 m/s. After the co-pilot reported that he was ready to land, the dispatcher gave the go-ahead for landing and reported that the plane was 8 kilometers from the airport. At 23:38:54, the navigator informed the commander of the need to increase the heading by 3° in order to compensate for the drift due to the presence of a crosswind from the right. Due to entering the glide path at an altitude of 550 meters, while maintaining a vertical speed calculated for entering the glide path at an altitude of 500 meters, the airliner passed the DPRM at an altitude of 385 meters, 55 meters higher than the specified one. After passing the DPRM, at the navigator’s command given to adjust the trajectory, the commander increased the vertical rate of descent to 6 m/s.
At 23:39:21 the navigator determined the drift angle of 5° to the left and gave the command: 5 drift to the left, we are on this course, don’t take the left. At 23:39:35 the navigator reported: Removal 4, control 220, while vertical 6 meters. With a further decrease at an altitude of 150-200 meters, the wind weakened and the drift decreased. The commander continued to maintain a course of 17°, which led to a deviation to the right of the given trajectory. Since the navigator maintained the direction according to the KLN-90B satellite navigation system, without taking into account the ARC readings, the aircraft’s deviation to the right of the runway axis turned out to be unnoticed by the crew.
At an altitude of 150 meters and 3 kilometers from the runway, the aircraft crossed the specified descent glide path, to maintain which it was necessary to set the vertical speed of descent to 4 m/s, while the vertical speed maintained by the PIC continued to remain equal to about 5-5.5 m/s. With. During a further descent at an altitude of 140 m (the height of the beginning of the visual assessment) and 110 m (the height of the decision), in violation of the crew members’ operating technology, the navigator did not give the command “ Grade" And " VLOOKUP" But instead of a go-around, the PIC continued to descend below the flight path without establishing visual contact with the approach lights and ground landmarks. The co-pilot, if there was a vertical speed of more than 5 m/s at an altitude of less than 100 meters, did not give a command Steep decline. From a height of 70 meters, the flight mechanic began counting the altitude using the radio altimeter every 10 meters.
At 23:40:02 the navigator gave the command: Removal two, score. The ratio of the height and distance of the airliner from the runway indicated that the aircraft was significantly below the specified descent trajectory. However, the crew continued their descent at the same vertical speed. At the navigator's command " Grade“The commander, without transferring control to the co-pilot, began to establish contact with ground references, as a result of which control over the aircraft’s descent parameters was lost, which contributed to the development of a right roll and the maintenance of an increased vertical speed.
Catastrophe
At an altitude of 60 meters, a dangerous approach to the ground alarm went off, in which case the PIC was obliged to immediately begin a missed approach. At 23:40:05 the PIC reported: I don't see it yet. I'm watching, but did not announce his decision. The co-pilot, who was obliged in this case to initiate a go-around, also did not do this. At 23:40:08, the navigator reported a distance of 1.5 kilometers at the same time as the flight mechanic counted the altitude of 50 meters. The plane, being significantly below the glide path, continued to evade to the right with a roll of 5-6°. Crew control of altitude, rate of descent, roll and heading was lost as all crew members attempted to establish visual contact with ground references. However, the actual weather conditions during the landing approach in the area of the DPRM and BPRM (low layered clouds 30-40 meters high, turning into fog with a visibility of 500-700 meters) did not allow the crew to establish visual contact with ground landmarks until the aircraft collided with trees. The crew made no attempts to stop the descent and begin a go-around until the collision.
At 23:40:12 MSK, 2 seconds after the flight mechanic counted the altitude of 40 meters, the plane began to collide with trees. The first contact with the trees (the top of a pine tree 25 meters high) occurred at a distance of 1260 meters from the runway at an altitude of 32 meters at a speed of 280 km/h. Simultaneously with the collision with the tree, the PIC deflected the steering wheel all the way to pitch up, creating an angle of attack up to supercritical. The right roll, due to the destruction of the end part of the right half-wing, began to increase vigorously. Continuing to collide with trees, flight TsGI-9605 with a developing right bank flew another 510 meters from the place of the first collision with trees and crashed into the parapet of the road at the intersection of the A133 Petrozavodsk-Suoyarvi highway and the turn to the airport in an almost inverted position (bank more than 90°) and with a pitch angle of at least −10° (dive). The liner began to collapse, caught fire, plowed about 150 meters along the ground and stopped 1.2 kilometers from Petrozavodsk airport and only 20 meters from residential buildings in the village of Besovets. 425 meters from the site of the first collision with trees, the plane crossed the power line leading to the BPRM and broke the wires. This caused a short-term (5 seconds) shutdown of the low-intensity lighting system. The plane was completely destroyed and caught fire.
The disaster occurred at the coordinate point 61°52′10″ n. w. 34°08′53″ E. d. HGIOL .
Transcription of negotiations
| 23:36:07 | PC | Lateral left 4 let's go for now. |
| 23:36:12 | PC | Distance 23 kilometers. |
| 23:36:14 | 2P | TsGI 96-0-5, took 500. |
| 23:36:16 | Di | TsGI 96-0-5, offset 24, to the left of landing, 500 before entering the glide path. |
| 23:36:28 | BM | The chassis is being released. |
| 23:36:30 | PC | Total 21, approaching the course. |
| 23:36:41 | PC | Here is entry point 10, to the left are 2 and 3, we approach the course. |
| 23:37:05 | PC | To the left is a kilometer and 200 meters. |
| 23:37:08 | PC | 7 kilometers to the entry point. |
| 23:37:14 | 2P | Come on 20 flaps (nrzb). |
| 23:37:16 | PIC | We can handle 370 speed. |
| 23:37:19 | Di | TsGI 96-0-5, removal 18, on landing course. |
| 23:37:25 | PC | (nrzb) 500, take the boarding pass, 15 uh... take it for now. |
| 23:37:30 | PC | Left 3 demolition. |
| 23:37:36 | PC | Well, yes, that would be it, as long as we bring it to 15. |
| 23:37:41 | PC | We go 200 meters to the left. |
| 23:37:44 | PC | 4 kilometers to the point. |
| 23:37:46 | PIC | Flaps 20. |
| 23:37:57 | PC | Left 3rd drift, on this course. |
| 23:37:59 | BM | 20 released. |
| 23:38:03 | PC | 2 kilometers to the entry point. |
| 23:38:04 | PIC | Flaps 30. |
| 23:38:15 | BM | 30 released. |
| 23:38:16 | PC | (nrzb) 500 meters to the point, strictly on the line right now. |
| 23:38:20 | Di | TsGI 96-0-5, departure 11, on course, approaching glide path. |
| 23:38:25 | 2P | We approach the glide path, TsGI 96-0-5, maintain 500. |
| 23:38:28 | PC | Entry point 10 and 4, descending, vertical 4 meters. |
| 23:38:31 | PIC | Control by card. |
| 23:38:47 | PC | The control is completed. |
| 23:38:49 | 2P | TsGI 96-0-5, we are descending, ready to land. |
| 23:38:54 | PC | To the right 3rd course. |
| 23:38:56 | Di | TsGI 96-0-5, distance 8, on landing course, landing cleared. |
| 23:39:03 | 2P | TsGI 96-0-5, landing cleared, long-range flight. |
| 23:39:10 | PC | Distance 6 kilometers, (nrzb) vertical 5 meters. |
| 23:39:11 | 2P | We were cleared to land. |
| 23:39:14 | PIC | I’m holding 5, let’s go a little higher, right? |
| 23:39:16 | PC | Yes, we are going higher, 6 meters vertical. |
| 23:39:21 | PC | So, there is a 5th drift to the left, we are going on this course, don’t take the left. |
| 23:39:24 | PIC | Fine. |
| 23:39:34 | PC | Removal 4, control 220, 6 meters so far. |
| 23:39:48 | PC | So, let's go on this course. |
| 23:39:50 | PC | Removal 3, 150 on glide path. |
| 23:40:02 | PC | Removal 2, score. |
| 23:40:04 | BM | 60. |
| 23:40:05 | PIC | I don't see it yet. |
| 23:40:07 | PIC | I'm watching. |
| 23:40:08 | PC | (nrzb) one and a half kilometers. |
| 23:40:10 | BM | 40 meters. |
| 23:40:12 | The sound of hitting a pine tree. | |
| 23:40:13 | 2P | Fucking mother!!! |
| 23:40:14 | E | (nrzb). |
| 23:40:14 | End of recording. |
Rescue operation
One of the surviving passengers was able to get out of the plane on his own. Local residents dragged some of the victims away from the burning wreckage. The first fire truck (from the airport), according to the airport director, arrived at the scene of the disaster in a minute and a half. The people who rescued the survivors were later awarded medals.
Victims and victims
There were 52 people on board flight 9605 - 43 passengers (including 8 children) and 9 crew members. The plane crash killed 44 people - 36 passengers (including 7 children) and 8 crew members (all four pilots, both aircraft technicians and two flight attendants). Eight people survived, but were injured, including one flight attendant and one child. Doctors assessed the condition of seven of the eight survivors as “extremely serious.” The Russian Ministry of Emergency Situations sent an Il-76 aircraft equipped with medical modules to Karelia to evacuate victims. There were 15 doctors from the Centrospas squad and five psychologists on board the plane. The next day, one of the survivors, a nine-year-old child, died in the Children's Republican Hospital of Karelia; thus, the number of victims increased to 45 people. On June 25, another surviving passenger died in hospital, and another survivor died later in the day. The number of victims of the disaster increased to 47 people.
| A country | Dead | Victims |
|---|---|---|
| 38 | 5 | |
| / |
44 people were on the plane, and three of the eight victims later died in hospitals.
Flight attendant Yulia Skvortsova, Muscovites Sergei Eremin, Sergei Belgesov and Alexandra Kargopolova, and Sakhalin schoolgirl Anastasia Terekhina managed to survive.
On June 20, 2011, a regular flight was supposed to be carried out on the route Domodedovo - Petrozavodsk - Domodedovo on an aircraft CRJ-100/200 by the airline JSC AK RusLine. But due to the large passenger traffic, the RusLine company was forced to cancel the regular flight; chartered flight on a Tu-134 aircraft by RusAir (now Atlas Jet).
The Tu-134 plane took off from Domodedovo (Moscow) at 22.30 Moscow time and was supposed to land at Besovets airport in Petrozavodsk at 00.04 Moscow time.
However, in poor visibility conditions, when landing on the runway of the Petrozavodsk airfield, the aircraft went to the right and below the specified descent trajectory and crash-landed on the Petrozavodsk-Suoyarvi highway. When landing at a speed of about 290 kilometers per hour, the plane hit trees on the side of the road and tilted to the right side. The first collision of the plane with trees occurred at 23.40 Moscow time.
Having flown another 510 meters, the airliner collided with the parapet of the road in an almost inverted position (roll more than 90 degrees), collapsed and caught fire. While moving, the plane damaged trees over an area of about 500 meters and severed a power line.
The fire that broke out where the plane stopped led to the destruction of most of the fuselage skin and the complete burnout of the passenger cabin of the plane. Fragments of the plane were scattered over almost 300 meters.
The first at the scene of the disaster were ordinary people who were driving along the Petrozavodsk-Suoyarvi highway at that time, and residents of a nearby holiday village. The plane crashed just 200 meters from residential buildings. They provided assistance to people until the doctors arrived.
Rescue teams and firefighters arrived within 15 minutes. In total, 58 units of equipment were required to eliminate the consequences of the disaster, including 218 people and 30 units of equipment from the Russian Ministry of Emergency Situations. A lot of work was done to rescue and evacuate the victims, remove the bodies of the dead from the destroyed plane, identify them and transfer them to relatives for burial. As a result of the rescue operations, eight people were rescued and evacuated from the scene of the disaster to hospitals in Petrozavodsk, three of whom subsequently died in hospitals.
On June 23, the leadership of the Ministry of Emergency Situations of Russia, commemorative watches and uniforms of the Ministry of Emergency Situations of nine residents of Karelia and three firefighters who participated in the rescue of victims of the plane crash near Petrozavodsk. Seven of them were awarded medals “For courage in a fire”, five - “For excellence in eliminating the consequences of an emergency.”
The insurance payments that were to be paid by the Rusair airline were determined; the relatives of the victims - two million rubles each, and the victims - one million rubles each. In addition, the government of Karelia decided to allocate one million rubles to the relatives of the victims, and 500 thousand rubles to the victims.
In connection with the hard landing of a Tu-134 aircraft in Karelia, a criminal case was opened under Article 263 of the Criminal Code of the Russian Federation (violation of traffic safety rules and operation of railway, air or water transport), providing for a maximum penalty of up to seven years.
The Interstate Aviation Committee (IAC) published a report on the Tu-134 crash near Petrozavodsk.
The cause of the crash of the Tu-134 aircraft during the landing approach of the aircraft in conditions worse than the meteorological minimums of the airfield was the crew’s failure to make a decision to go around and the aircraft’s descent below the established minimum safe altitude in the absence of visual contact with approach lights and ground landmarks, which led to to a collision of an aircraft with trees and the ground in controlled flight.
In addition, the crew was provided with an incorrect weather forecast in Petrozavodsk, and the navigator was slightly intoxicated.
One of the contributing factors to the disaster was the management of resources on the part of the aircraft commander during the landing approach, expressed in “the subordination of the activities of the aircraft commander to the navigator, who is highly active and is in mild degree alcohol intoxication, and the actual removal of the co-pilot from the aircraft control loop at the final stage of the emergency flight,” the IAC statement says.
The case materials against an official of the Federal Air Transport Agency and two airport employees involved in the case of the Tu-134 crash in Karelia were separated into separate proceedings.
The Main Investigation Department of the Investigative Committee of the Russian Federation has completed a criminal investigation into the plane crash of a Tu-134 aircraft that occurred near Petrozavodsk. Charge of violating traffic and operating safety rules air transport was charged against airport employees Vladimir Shkarupa and Vladimir Pronin, and the head of the department of radio technical support for flights and aviation telecommunications of the Federal Air Transport Agency, Eduard Voitovsky, was charged with negligence. The case against the accused was sent with an indictment to the Prosecutor General's Office.
Yulia Skvortsova, who worked as a flight attendant on this flight, received injuries and extensive burns, underwent three operations and then spent a long time in hospital treatment, filed a claim with the Tverskoy Court of Moscow against RusAir Airlines and the insurance company in which she was insured as an employee .
The Tverskoy Court of Moscow ruled to collect one million rubles from the airline as compensation to flight attendant Yulia Skvortsova.
At the site of the plane crash near Petrozavodsk, a memorial was opened in memory of the victims of the plane crash. The author of the memorial complex project was the Karelian artist Alexander Kim. The monument consists of three parts: the tail of the plane, the explosion from the fall and a stele with a symbolic image of 47 birds flying into the sky. At the memorial complex there are cast iron plates with the names of all the victims of the plane crash.
The material was prepared based on information from RIA Novosti and open sources
Information about the plane and came across this interesting information. Actually, I’m posting this because during flights I noticed that many people start applauding the crew at the moment of landing, when the plane just touches the landing gear of the runway. It’s early, very early, because you still at least need to stop within its boundaries (as the sign under the cut in this topic eloquently speaks about).
And again, I observed real skill during landing in Norilsk, where, firstly, the runway had a “navel” (i.e. convexity, see Ershov’s “Notes of a Sled Dog”), and, secondly, there was a strong lateral wind. So, the landing was really sideways, and the plane first landed on the right landing gear due to a strong roll, then turned around and gently touched down on the left.
In general, the plate is interesting. Some moments just killed me (for example, where the PIC bet that he would land the plane using instruments). .
According to the Aviation Safety Network websites, http://airdisaster.ru/ and from unofficial sources, at the beginning of 2012, 78 Tu-134 aircraft were lost as a result of disasters, accidents and terrorist attacks, of which 10 were lost as a result of combat operations, 2 - due to terrorist attacks (in total, 854 Tu-134 units of all modifications were produced). Approximately 1,494 people died in the crashes, 32 of them on the ground or in other types of aircraft.
Well, yes, the scripts of some action-packed films openly give in to such life situations.
| date | Board number | Disaster site | Victims | Description |
|---|---|---|---|---|
| 14.01.1966 | 45076 | Chkalovsky airfield | 8/8 | The second prototype of the Tu-134. During the test flight, the crew commander, at maximum speed, without reducing it, sharply turned the steering wheel by 25°, which caused the plane to tilt sharply in the wrong direction. The test pilot, unfamiliar with this phenomenon (aileron reverse), aggravated the roll, and the plane, having lost control, went into a dive and crashed. |
| 19.11.1969 | HA-LBA | Istanbul airport | 0/n.d. | During landing, he rolled off the runway due to which his landing gear broke. |
| 23.05.1971 | YU-AHZ | Rijeka airport | 78/83 | When landing in a heavy downpour accompanied by gusty winds, just before the ground the plane got caught in a powerful updraft, causing it to start tossing around. The crew commander slowed down, the plane increased the angle of descent by 10° and, as a result, the runway touched down at a high vertical speed - about 10 m/s. As a result of the overloads, the middle part of the right wing collapsed, the plane turned over on its back and in this position drove along the runway for another 350 m. Fuel poured from the damaged fuel tanks into the cabin and a fire started, which the airport emergency services were unable to cope with for almost an hour and a half. |
| 16.09.1971 | HA-LBD | Kyiv (airp. Boryspil) | 49/49 | When approaching the airport in conditions of heavy fog, all the generators on the plane failed, which is why the crew switched to power from batteries. Having made two unsuccessful approaches, he crashed on the third attempt. |
| 08.07.1972 | 65604 | Murmansk | 0/n.d. | Fire due to transportation of a flammable substance in luggage. |
| 17.07.1972 | 65607 | Ikshinskoye Reservoir | 0/5 | When performing a test flight, during which issues of the functioning of electrical equipment were worked out in the event of failure of all generators, during a simulation of a failure due to low voltage The fuel pumps of both engines were turned off. The engines stopped. The low flight altitude and exhausted battery charge did not allow them to be restarted in flight, after which the crew decided to splash down in the waters of the Ikshinsky Reservoir. During landing, the plane did not suffer serious damage, but was written off and used as a simulator. |
| 30.10.1972 | DM-SCA | Berlin (airp. Schönefeld) | 0/n.d. | When landing in difficult weather conditions, he was unable to stop in time and rolled off the runway. |
| 30.06.1973 | 65668 | near Amman | 7+2/85 | An aborted takeoff due to a false opinion from the inspector about the reduction in speed. The plane skidded off the runway and collided with a building, breaking into three parts. |
| 01.09.1975 | DM-SCD | Leipzig | 27/34 | During the descent, they forgot to check the altitude; the plane landed below the glide path and crashed. The PIC was sentenced to five years in prison, the remaining surviving crew members to three. |
| 02.01.1977 | OK-CFD | Prague | 0/48 | Collided on the runway with an IL-18 taking off |
| 02.04.1977 | YU-AJS | Libreville | 8/8 | Cargo flight, crashed while landing |
| 21.09.1977 | HA-LBC | Romania | 29/53 | Crashed during descent, the crew did not notice the loss of engine power |
| 22.11.1977 | DM-SCM | Berlin | 0/74+ | They forgot to turn off the autopilot when landing. |
| 16.03.1978 | LZ-TUB | near Vratsa | 73/73 | In the process of gaining altitude at around 4900 meters, it made a 135 degree turn and began to descend at high speed, which then turned into a disorderly fall. The cause could not be determined. |
| 22.03.1979 | 65031 | Liepaja | 4/5 | An overloaded plane crashed while trying to land in difficult weather conditions. |
| 19.05.1979 | 65839 | Ufa | 0/90 | Landed at an excessive speed and with the landing gear braked. Due to the destruction of the wheels, it rolled off the runway and caught fire. |
| 31.05.1979 | 65649 | Tyumen | 0/n.d. | During landing, the landing gear tire exploded and the hydraulics failed. The plane burned down. |
| 11.08.1979 | 65816 | Dneprodzerzhinsk | 94/94 | Collided in the air due to a controller error |
| 65735 | 84/84 | |||
| 23.01.1980 | SP-LGB | Warsaw | 0/n.d. | Rolling out from the runway during landing |
| 06.01.1981 | 65698 | Adler | 0/n.d. | The brakes failed during landing. |
| 28.06.1981 | 65871 | Simferopol | 0/n.d. | Landing gear tire exploded during landing |
| 17.06.1982 | 65687 | Severomorsk | 15/16 | The plane is a LII laboratory. The crew ignored the dispatcher's warnings, deviated from the landing course, collided with a radio mast at the top of the hill and crashed. The PIC remained alive. |
| 14.08.1982 | 65836 | Sukhumi | 11+0/82 | An L-410 entered the runway from which the Tu-134 was taking off. |
| 17.06.1983 | 65657 | near Gali | 0/n.d. | Got into a turbulence zone, landed safely, but received critical damage. |
| 30.08.1983 | 65129 | near Almaty | 90/90 | At the direction of the dispatcher, it descended outside the approach pattern, at night, in a mountainous area. When the alarm of a dangerous approach to the ground was triggered, the crew, thinking that the flight was under control, regarded it as false and began an evasive maneuver late. |
| 18.11.1983 | 65807 | Tbilisi | 7/64 | Attempt to hijack the airliner. The PIC sharply turned the plane, the terrorists in the cockpit were unable to conduct aimed fire and were forced out of there. After returning to the airport, the Tu-134 was stormed by special forces. The airliner received critical damage and was written off. |
| 1984 | 65095 | Minsk-1 | 0/0 | Fire during repairs at the Minsk aircraft repair plant, the plane was written off. |
| 10.01.1984 | LZ-TUR | Sofia | 50/50 | Crashed trying to land in a snowstorm. |
| 25.05.1984 | 02 red | near Donetsk | 7/7 | The military plane lost control and fell apart in the air. The yaw damper was repaired incorrectly. |
| 01.02.1985 | 65910 | near Minsk | 58/80 | Crashed during takeoff. The engines were hit by pieces of ice from the icy wing. |
| 03.05.1985 | 65856 | near Lviv | 15+79/79 | Due to an error by the air traffic controller, it collided in the air with a military transport An-26, which had taken off from Lvov to Moscow. |
| 22.06.1986 | 65142 | Penza | 1/59 | Aborted takeoff, runaway. One passenger suffered a heart attack |
| 02.07.1986 | 65120 | Syktyvkar | 54/94 | Fire on board. |
| 19.10.1986 | C9-CAA | Drakensberg Mountains | 34/44 | Crashed during landing during a thunderstorm. Mozambican President Samora Machel died. |
| 20.10.1986 | 65766 | Kuibyshev | 70/92 | The PIC bet that he would land the plane using instruments. Sentenced to 6 years in prison. |
| 12.12.1986 | 65795 | Berlin | 72/82 | I didn’t understand the dispatcher and tried to land on a closed runway. |
| 23.07.1987 | 65874 | Ivano-Frankivsk airport | 0/n.d. | Due to overload, the crew commander decided to take off from the very end of the runway. While turning around, the plane caught an “aircraft catcher”, which served as emergency means stopping fighters. Due to the damage received, the vehicle was written off and transferred as a visual aid to the Riga Institute of Civil Aviation Engineers. |
| 17.02.1988 | VN-A108 | Hanoi | 0/n.d. | Hard landing. The plane has been written off. |
| 27.02.1988 | 65675 | Surgut | 20/51 | Crashed during landing |
| 09.09.1988 | VN-A102 | near Bangkok | 76/90 | Landed in a thunderstorm |
| 11.10.1988 | OK-AFB | Prague | 0/n.d. | Rough landing. The surviving fuselage was used as a snack bar. |
| 28.07.1989 | 65670 | Ulan-Ude | 0/n.d. | War plane. At night I landed 300 m before the runway. |
| 30.12.1989 | 65849 | New Urengoy | 0/n.d. | Destruction of the landing gear. During repairs, the damage worsened and the aircraft was written off. |
| 13.01.1990 | 65951 | near Pervouralsk | 27/71 | Due to a fire on board, he made an emergency landing on a snow-covered field, where he crashed into an irrigation system. |
| 12.01.1991 | VN-A126 | Ho Chi Minh City | 0/76 | During landing approach I lost altitude sharply |
| 24.01.1992 | 65053 | Batumi | 0/n.d. | Rolling out from a snow-cleared runway during landing |
| 27.08.1992 | 65058 | Ivanovo | 84/84 | The landing approach is 2 km to the right of the runway. I couldn't go to the second round. |
| 29.08.1992 | 65810 | Kharkiv | 0/n.d. | Rolled out from the runway, written off for spare parts. |
| 20.09.1993 | 65809 | Sukhumi | 0/n.d. | Destroyed on the ground by fire from Abkhaz troops. |
| 21.09.1993 | 65893 | Sukhumi | 27/27 | Destroyed by an Abkhaz missile boat on the glide path. Fell into the sea. |
| 23.09.1993 | 65001 | Sukhumi | 1/n.d. | Destroyed by mortar fire from Abkhaz troops. |
| 22.02.1994 | HA-LBP | Budapest | 4+0/0 | In the hangar where the plane was being prepared for flight, the cleaning solution caught fire. |
| 07.05.1994 | 65976 | Arkhangelsk | 0/62 | When landing due to low pressure the right landing gear did not come out in the hydraulic system. |
| 09.09.1994 | 65760 | near Zhukovsky | 8/8 | Collided with a Tu-22M, which was supposed to “chase” and film with a thermal imager during a test flight. The Tu-22M managed to make a successful landing at the airfield. |
| 18.11.1994 | HA-LBK | Budapest | 0/n.d. | When landing after a training flight, the nose landing gear did not come out. |
| 01.12.1994 | / 65896 | / Grozny | 0/0 | Destroyed during an airstrike at Grozny airport. |
| / 65858 | ||||
| / 65030 | ||||
| / 65014 | ||||
| / 65075 | ||||
| 15.04.1995 | OB-1553 | Lima | 0/73 | The landing gear jammed during landing. |
| 24.06.1995 | 65617 | Lagos | 16/80 | Rolled off the runway while landing in a rainstorm. The plane was leased by the Nigerian Harka Air. |
| 24.10.1995 | 65855 | Sleptsovskaya | 0/0 | Damaged by artillery shelling, written off. |
| 05.12.1995 | 65703 | Nakhchivan | 52/82 | The left engine failed during climb, but the crew mistakenly turned off the right one. During a forced landing, it crashed into a power line. |
| 16.11.1996 | VN-A114 | Danang | 0/n.d. | The nose strut broke while driving on taxiways |
| 03.09.1997 | VN-A120 | Phnom Penh | 64/66 | Crashed while trying to land during a rainstorm. |
| 1997 | 65785 | Sheremetyevo | 0/0 | While parked, a truck driven by a drunk driver crashed into the plane. Subsequently, the plane flew to an aircraft plant in Minsk, but restoration there was considered inappropriate. |
| 23.09.1999 | / 65626 | / Grozny | 0/0 | Destroyed during an airstrike at Grozny airport |
| 18.01.2002 | 65004 | Pulkovo | 0/0 | Damaged during repairs. Decommissioned. |
| 04.03.2002 | n.d. | Mozdok | 0/n.d. | Russian Air Force board. In a heavy snowstorm, he landed 450 meters before the runway. |
| 24.06.2003 | 65929 | Nyagan | 0/11 | Couldn't take off after poor quality repairs |
| 24.08.2004 | 65080 | Tula region | 43/43 | Blown up by a suicide bomber. |
| 10.07.2006 | 05 red | at the Russian air base in Gvardeyskoye | 0/29 | Board of the Commander-in-Chief of the Navy. After a bird hit the turbine during takeoff, the PIC decided to abort the takeoff almost on liftoff. The plane rolled out on the take-off course, passing the nearby drive. The main pillars broke and caught fire. All passengers survived, the plane was completely burned down. |
| 17.03.2007 | 65021 | Samara (airp. Kurumoch) | 6/57 | The UTair airline plane crashed during landing due to errors by dispatchers and crew. I was obliged to go for a second round. |
| 26.03.2009 | 65981 | Dolinsk | 0/n.d. | Russian Air Force board. The takeoff was interrupted during a snowstorm, the plane was damaged and written off. |
| 20.06.2011 | 65691 | Petrozavodsk | 47/52 | When performing an approach in adverse weather conditions, the crew commander, in the absence of visual contact with approach lights and ground landmarks, supported the decision of the navigator, who was slightly intoxicated, and actually removing the co-pilot from control, decided not to go around , which caused the plane to descend below the established minimum safe altitude and collide with trees and the ground. |
| 14.10.2011 | RA-65143 | New Urengoy | 0/74 | Engine fire during takeoff. Decommissioned. |
| 28.12.2011 | EX-020 | Osh | 0/88 | During landing, it rolled off the runway, fell on its side and caught fire. |
A Tu-134 plane crashed in Karelia. Rusair flight J 9605 took off from Domodedovo airport at 22.30 Moscow time and was supposed to land at the airport near the village of Besovets at midnight. A different airline was originally supposed to fly to the capital of Karelia.
The flight was to be operated by a Rusline Bombardier CRG 200 aircraft with 50 seats, Rusline itself told Gazeta.Ru.
“But due to the too heavy passenger flow that is observed in the summer, it was decided to replace the flight; it was operated by the Rusair company, since our airline does not have Tu brand aircraft,” the press service told Gazeta.Ru. As a result, a Tu-134 of Rusair airlines with tail number RA-65691 flew to Petrozavodsk. There were 52 people on board - 43 passengers and nine crew members.
It is not reported that the crew had any problems during the flight.
For an unknown reason, the pilot tried to land on the highway running next to the runway.
According to the Ministry of Emergency Situations, “the plane made a hard landing on the Petrozavodsk-Suoyarvi highway”, not reaching the runway 700 meters. The car literally collapsed on the 16th kilometer of the road. It is known that there were difficult weather conditions in Petrozavodsk: the air temperature was about +15° C, no wind, heavy fog. Visibility figures have not yet been reported.
The impact damaged the plane's fuselage, a fire broke out on board, and then an explosion occurred. The rescuers who arrived at the scene managed to extinguish the open fire only an hour later, at 00.30.
Photos from the scene of the accident show that the car was shattered into small fragments.
In the photo you can only see the inverted landing gear, the remains of the tail section and the wing lying to the side. Fragments of the plane scattered over a radius of 300 meters, reports (SK).
The general director of the airport, Alexey, in turn, said that the airport was without power for three seconds and it was the fault of the crew.
“The Tu-134 caught a power line, cut it off, thus de-energizing runway", he is quoted as saying. But within three seconds, backup power sources turned on, Kuzmitsky says, and the lights came on again, but “this did not help the crew.”
Now investigators and transport prosecutors are working at the scene, representatives of the MAK have arrived at the scene, and employees of the Ministry of Health and Social Development will arrive in Petrozavodsk in the afternoon. Besovets Airport is closed and accepts only special flights.
In connection with the plane crash, the Prosecutor General ordered to begin an inspection of compliance with the requirements of legislation on transport security by the airline and airport services.
The Moscow Interregional Transport Prosecutor's Office is already checking the work of Rusair and the services of Domodedovo Airport, which prepared the plane for departure. Northwestern transport prosecutor Alexander Chubykin was included in the government commission to investigate the causes aviation accident, reports the press service of the Prosecutor General's Office.
It is known that the crashed Tu-134-A3 aircraft with tail number RA-65691 was in operation since May 7, 1980.
According to the airline, over 31 years the airliner flew about 40 thousand hours and made about 25 thousand landings.
Immediately after its release, the “carcass” went into use by the Soviet special-purpose aviation squadron, which carried out government flights. In 1993, the plane was purchased by Volgaaviaexpress (it stopped flying in April 2010), which used it until 2000, after which it was owned by Tatarstan Airlines for a year. In 2001, the Cheboksary Aviation Enterprise leased the car, but in the same year the Tu-134 returned to Tatarstan Airlines. There it was stored until 2011, when it was acquired by the Rusair company.
