Accident Yak-42 near Narovlya

Yak-42 with tail number 11040104 and serial 04-01 was launched by the Saratov aircraft factory and made its first flight on April 21, 1981 . The airliner was transferred to the Ministry of Civil Aviation , where it received the USSR tail number 42529 and by July 1 entered the 344th flight detachment (Leningrad Civil Aviation Administration). By the day of the disaster, he had a total flight time of 795 hours.

• The aircraft commander - Vyacheslav Musinsky (born October 23, 1947 )
• Co - pilot - Alexander Sergeevich Stigarev (born July 15, 1949 )
• Navigator - trainee - Victor Ivanovich Kedrov (born September 17, 1952 )
• Bortmekhanik - Vinogradov Nikolay Semenovich (born July 22, 1938 )
• Flight attendants :
  • Sheikina Anna Nikolaevna (born February 9, 1940 )
  • Vasishcheva Tamara Mikhailovna (born September 25, 1941 )
  • Pavlova Olga Pavlovna (born December 1, 1947 )
  • Ryabov Yuri Borisovich (born May 13, 1959 )

•  

  V. N. Musinsky

•  

  A. S. Stigarev

•  

  V.I. Kedrov

•  

  N. S. Vinogradov

•  

  A. N. Sheikina

•  

  T. M. Vasishcheva

•  

  O. P. Pavlova

•  

  Yu. B. Ryabov

The liner operated flight 8641 from Leningrad to Kiev and at 09:01 Moscow time , delayed for a minute due to a late passenger, took off from Pulkovo Airport , after which it took the train 9,000 meters (according to other sources - 10,000). In total there were 124 passengers on board: 113 adults and 11 children. At 10:45, the plane entered the area of ​​the Borispol air traffic control center. Being in the area of OPSS Ptich and 10 kilometers from the highway, the crew began pre-landing training. At 10:48:58, the crew contacted the dispatcher and reported on the approach to the estimated point of the beginning of the decline, for which he received a command to occupy the level of 7800 meters. The crew confirmed the received command and began to decline. More flight 8641 did not contact.

The descent was carried out under the control of the autopilot , which around 10:51:20 gradually brought the stabilizer angle to 0.3 ° for diving. Suddenly at 10:51:30 the angle of the stabilizer increased sharply (in half a second), exceeding 2 ° and moving beyond the stop. The aircraft experienced a negative overload of 1.5 g for a second, but the autopilot managed to reduce it to 0.6 g due to deviations of the helm and elevator. However, the stabilizer did not respond to the command to switch to cabling (raising the nose of the aircraft), while the Yak-42 went into peak more and more, so the autopilot turned off after three seconds. The elevators, meanwhile, increased the negative angle already to 5 °, which forced the airliner to go to an ever steeper peak, and also increased the negative overload to 1.5 g. Pilots began to pull the helms toward themselves, but then a rapidly increasing left roll appeared. After a few seconds, the roll reached 35 °, and the plane at a diving angle of 50 ° rushed to the ground at a speed of 600 km / h. Negative overload by that time already significantly exceeded 2g. Yak-42 fell at a vertical speed of 300 m / s and rotating counterclockwise around the longitudinal axis. Due to colossal aerodynamic overloads, its structure began to collapse, and at 10:51:50, at an altitude of 5700 meters and at a speed of more than 800 km / h, the fuselage was torn into several parts.

The wreckage of the aircraft was found at the western edge of the village of Verbovichi and ten kilometers southwest of the regional center of Narovli (often mistakenly indicate Mozyr ). They were scattered throughout the territory with dimensions of 6.5 by 3.5 kilometers and an area of ​​23 km². All 132 people on board died. This is the largest aviation accident in Belarus , as well as in the history of the Yak-42 and all aircraft of the Yakovlev Design Bureau .

The General Designer of the Design Bureau, Alexander Yakovlev, also took part in the investigation of the causes of the disaster.

The root cause of the Yak-42 crash was a catastrophic failure of the stabilizer permutation mechanism (MPS), which is a screw jack . Due to a design error, the screw pair was constantly in conditions of increased wear, characteristic of the running-in phase on the wear curve of the friction pair in time. The abrasion of the nut turns was also facilitated by the poor choice of lubricant. It was not a factory marriage of the Saratov serial plant. The plant produced MPS in compliance with all the parameters laid down by the designers (thread sizes, grade of materials, lubricant, etc.). If it were a factory marriage, it would have appeared on single machines (and not on the entire fleet of aircraft of this type, as it was in reality). The procedure for inspecting this mechanism was such that during periodic inspections every 300 flight hours it was impossible to detect signs of increased wear of the screw pair. As a result, the thread is so worn out that in this flight there was a separation of the nut and screw. Since this mechanism is also the front support for the stabilizer, it quickly moved from the incoming air flow to the maximum angle, thereby introducing the aircraft at its peak. With a further increase in speed, the stabilizer was separated due to increased air pressure, which at the same time led to the appearance of a rapidly growing left bank.

For the release in a series of defective designs, by a sentence of the Supreme Court of the RSFSR of October 20, 1983, to imprisonment for 2 years under Art. 172 of the Criminal Code of the RSFSR (negligence) with a suspended sentence (Articles 46-1 of the Criminal Code of the RSFSR) for 1 year, the leaders who approved the drawings of the Ministry of Railways and put their signatures and seals on them ^[2] :

• Andreev Sergey Alexandrovich, born in 1932, native of Moscow, Russian, higher education, married, member of the CPSU since 1964, previously not convicted, deputy chief designer of the Moscow engineering plant “SPEED” (since 1976).
• Pervushin, Yuri Pavlovich, b. 1926, native of Dedovsk, Istra district, Moscow Region, Russian, higher education. He graduated from the Moscow Aviation Institute in 1954, married, member of the CPSU since 1956, previously not convicted, head of the department of mechanisms of the Moscow engineering plant "SPEED" (since 1975).
• Rumyantsev Georgy Ivanovich, b. 1927, native of Moscow, Russian, higher education — graduated from Moscow Aviation Institute in 1956, married, member of the CPSU since 1952, previously not convicted, head of the brigade of the Moscow Engineering Plant “SPEED” "(Since 1975).

After the disaster near Narovlya, the operation and production of the Yak-42 were suspended for 2 years. With a thorough inspection of all these aircraft, increased wear on the threads of the stabilizer drive was found on many of them. Operation and production of the Yak-42 were resumed in 1984 .

• Accident MD-83 near Anacapa

• Victor Chamkovsky. "Leningrad - Kiev." Interrupted flight (unspecified) . Documentary detective (10/17/2008). Date of treatment March 18, 2013. Archived on April 8, 2013.
• The catastrophe of the Yak-42 of the Leningrad UGA near Narovli, Belarus (Neopr.) . Airdisaster.ru . Date of treatment March 18, 2013. Archived on April 8, 2013.
• Elena Ankudo . Fallen from the sky , BelGazeta (July 29, 2002). Date of treatment March 18, 2013.
• Yakovlev Yak-42 Board number: CCCP-42529 (neopr.) . Russianplanes.net. Date of treatment March 18, 2013. Archived on April 8, 2013.
• State Archive of the Russian Federation, inventory 2, fund A428, storage unit 3925. The case of Andreev S.A., Rumyantsev G.I., Pervushin Yu.P. committing a crime, under the Article. 172 of the Criminal Code of the RSFSR. Volume 30 Minutes of the court hearing, verdict, private ruling
• Interview with public prosecutor Yuri Kostanov on the trial against Andreev, Rumyantsev, Pervushin
• Someone must fall. We recall the most terrible plane crash in the history of the country.