Catastrophe Let L-410 in Aldan

Let L-410UVP-E Turbolet with the initial registration number CCCP-67656 (factory - 902509, serial - 25-09) was released in 1990 by the " Let " plant in Czechoslovakia . The passenger capacity of the cabin was 22 seats. The liner was handed over to the customer - the Ministry of Civil Aviation of the Soviet Union , which by October 15 sent it to the Magadan joint aviation squad of the Yakutsk Civil Aviation Authority. Since 1993, the aircraft already under the new registration number RA-67656 began operating in the newly formed airline Saha Avia ^[1] .

• The commander of the aircraft - FAC -instructor Shulpenkov Andrey Anatolyevich. Born in 1959, pilot of the 3rd class. In 1978, he graduated from Omsk civil aviation school , and in 1982, he was qualified for the commander of the L-410 at the training center of the Yakutsk civil aviation administration. The total flight time was 5,781 hours, of which 4,715 hours were on the L-410, including 2,649 hours in the position of commander ^[2] .
• The co - pilot - FAC- stager Butko Viktor Grigorievich. Born in 1959, pilot of the 3rd class. In 1983 he graduated from Sasovskoe flight school of civil aviation . The total flight time was 4,000 hours, of which 2,978 were for L-410 ^[2] .

The plane operated a passenger flight 482 (according to other sources, 301) from Kutana to Aldan with an intermediate landing in Chagda and at 04:05 Moscow time with 22 passengers (including 3 children and 5 unformed), 2 crew members and 687 kilograms of baggage on board took off from Uchur airport (Chagda). Before Aldan, the flight passed without deviations, and the plane began to perform an approach approach with a landing course of 235 °. Pilots fired flaps by 18 °, to which the aircraft responded by slightly increasing the pitch angle (raising the nose). Then in the low gas mode of the engines at a speed of 200 km / h with a nose elevated at an angle of 6.6 ° and decreasing with a vertical speed of 4.8 m / s, the plane flew BPM at an altitude of only 68.7 meters instead of the installed 100 meters. After another 8 seconds at a flight speed of 189 km / h and also with low engine gas, the pilots began to release flaps to 42 °, but suddenly the pitch began to grow. The commander rejected the “steering wheel from himself,” tilting the elevator down, and held it for 20 seconds, trying to prevent the pitch from rising, but the airliner continued to nose, while also losing speed. Then it was decided to go to the second round , for which the engines were transferred to take-off mode, and also removed the chassis and flaps. However, the pitch continued to grow anyway until it reached 42.5 °, while the speed dropped to 52 km / h. The plane fell on the left wing, and at 05:07 Moscow time and with a pitch of 5 ° with a left roll of 21 ° and a vertical speed of about 12 m / s crashed into the ground 273 meters from the entrance threshold of the runway and 160 meters to the left of its axis . Upon impact, the car completely collapsed, and at the crash site a notch 13 by 17 meters was formed. All 24 people on board were killed ^{[2] [3]} .

By the number of casualties, this is the largest disaster in the history of Let L-410 Turbolet ^[4] . It is also the largest air crash in Yakutia since 1991 ^[5] .

The investigation of the causes of the incident was carried out by a commission, the deputy head of the Chief Flight Safety Inspectorate of Civil Aircraft of the Russian Federation A.V. Neradko was appointed as the chairman ^[2] .

It was found that when performing this flight the plane was significantly overloaded. So his take-off weight exceeded the maximum permissible by 623 kilograms, and the landing weight exceeded the maximum landing weight by 550 kilograms. Although the flight itself went without deviations, when the crew began to release flaps, it changed the balance of the liner. In addition, out of 627 kilograms of luggage, about 400 were placed in the tail section. Thus, the alignment of the aircraft during landing was no less than 35.6% of the MAR , that is, significantly more than the rear limit ^[3] .

On December 2, 1993, according to the results of the investigation, the commission issued an act (it was approved on December 30, 1993), in which gross violations of the crew were identified as the cause of the crash, as it decided to perform the flight, despite significant excess of take-off and landing masses, as well as overstated rear alignment that exceeded the maximum allowed. As a result, when landing, when the pilots began to release flaps to 42 °, the airliner abruptly went out of control and went to supercritical angles of attack with a drop in speed below the stall speed, then, going into the stall, at a high vertical speed hit the ground ^{[ 2]} .

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