IL-14 crash near Egvekinot

Il-14P (according to other data - Il-14 M ) with serial number 146000205 and serial 02-05 was released by the Banner of Labor plant ( Moscow ) on April 17, 1956 , after which it was sold to the General Directorate of the civil air fleet . The airliner received the tail number USSR-L1731 and was transferred to the Moscow Territorial Administration, where it was possibly sent to the Vnukovo squadron . In 1959, due to re-registration, the airborne number was changed to CCCP-61731. By February 1, 1962, the aircraft was transferred to the Anadyr united air detachment (150th flying squad) of the Magadan Civil Aviation Authority. In total, at the time of the crash, the aircraft had 22 964 flight hours and made 14,302 take-off / landing cycles ^{[1] [2]} .

• Aircraft Commander - Ivanushkin Yuri Alekseevich
• The co - pilot - Nikolay Alekseevich Antyufeev
• Shturman - Chudov Anatoly Vasilyevich
• Mechanic - Shelofastov Evgeny Danilovich
• Radar boy - Romankov Alexander Ivanovich

The plane was supposed to carry out passenger flight 55 from Anadyr to Egvekinot and at 09:19, flew out of Ugolny airport . However, just 5 minutes later, the aircraft 61731 landed back in Anadyr, as the Bay of the Cross , which serves the city of Egvekinot, closed down due to difficult weather conditions. After a couple of hours, the weather improved over Egvekinot, and the Bay of the Cross airport agreed to take flight 55. At 12:13 with 22 passengers, 5 crew members, 493 kg of mail and 452 kg of cargo on board the IL-14 flew to Egvekinot, and after lifting It has a height of 2400 meters. Half an hour after the board 61731 re-departed from Anadyr Airport, a new weather forecast arrived at the AMSG of the airport itself from the Bay of the Cross, according to which there was to be a fog before the plane arrived, due to which visibility was not expected in the landing zone exceed 1000-2000 meters. The head of flights at the control tower in Anadyr at that time wasV.I. Popov, who, after receiving the forecast, however, allowed Flight 55 to continue to Egvekinot ^[1] .

When the crew established contact with the dispatcher of the Gulf of the Cross airport, he received a forecast from him: continuous layered rain and broken rain clouds with a lower boundary of 600 meters, rain, wind 180 ° 7 m / s, in gusts up to 12 m / s, visibility up to 8 kilometers, landing course 170 °. Also, the dispatcher gave permission to go to the drive radio station ( drive ) at an altitude of 2100 meters. When the crew reported on the drive span, the dispatcher allowed to break through the clouds according to the established scheme. According to this scheme, the aircraft was following the course of 170 ° out of the clouds, then being above the bay to turn 180 °, thus taking the course, the opposite of landing - 350 °, after which it was possible to perform the standard approach procedure . After 5-6 minutes after giving permission to break through the clouds, the dispatcher asked the crew what the lower boundary of the clouds was, but the board 61731 did not respond anymore. After a series of unsuccessful attempts to establish communication, the search for the aircraft was started ^[1] .

The next day, search engines found a destroyed and almost burned airliner on Mount Dumka (altitude 250 meters), which is 20 kilometers south-south-west of Egvekinot (24 km from the Bay of the Cross in azimuth 198 °) and 9.5 kilometers to the west of the axis of the established pattern of penetration of clouds. It was established that at 13:05 flying in the clouds at an actual rate of 240 ° Il-14 at an altitude of 235 meters crashed into a mountain slope, after which, being crushed, it raced upwards, moved through the top, and then rolled down the opposite slope to a height of 170 meters and fired up. As a result of the accident, 5 passengers were injured, but survived. The remaining 17 passengers and the entire crew, that is only 22 people, died ^[1] . To date, this is the largest aviation accident in the history of Chukotka .

Data Analysis

As it was established during the investigation, the main radio transmitter at the long-range radio station was faulty, and instead of it, since August 19, the backup radio was working. But flights to check this backup transmitter was not performed, while as it turned out, he gave the wrong radiation. As a result of such a violation, now the aircraft, in the case of keeping the axis of the track on the radio compass, now actually began to leave to the right, that is, in the case of going south - to the west. In addition, in the forecast that the crew received, a northerly wind was expected, whereas in fact in the Egvekinot region a southerly wind was blowing, that is, opposite in direction. It is impossible to determine exactly which wind direction the crew relied on when performing its calculations, but most likely it was north because it was specified in the weather forecast. In this case, the crew incorrectly determined the time and the vertical speed of descent, after which it began to descend to a height of 300 meters. The plane began to evade the scheme, and the crew noticed this, but decided that such evasion was caused by the north-westerly wind. Then, to correct the pilots increased the course, that is, turned to the right, trying to return to the scheme. As a result, a malfunction in the drive radio station, an incorrect calculation of the time and vertical descent rate, as well as the crew’s erroneous opinion of the north-westerly wind actually led the aircraft to deviate towards the western shore of the gulf, heading straight for the mountains ^[1] .

Having seen the sea surface beneath them and not knowing their actual location, the crew decided that the decline was proceeding according to the scheme. Following in the breaks of the clouds, the IL-14 dropped to a height of 300 meters, after which a standard clockwise turn to a course of 350 ° was started with a decrease. With the right bank, the liner flew into the clouds that closed the ground, and after a short time, the board 61731 crashed into the mountainside ^[1] .

Conclusion

According to the commission, the aircraft’s commander, Yuri Ivanushkin, was the main culprit in the crash, who, after reaching a safe altitude of 300 meters, did not wait for permission from the controller, continuing to descend safely to a safe altitude ^[1] .

Disaster in the organization of air traffic control ^{[1] was a} disaster:

1. The driving radio station, due to the incorrect operation of the radio transmitter, actually led away to the right, because of which the crew, trying to maintain the track, went to the right of this line.
2. In the weather forecast, the wind direction and height were incorrectly determined, which led to crew errors in the calculations, and then to a premature decline.
3. The crew did not receive a storm warning that the hills are covered with clouds.
4. Dispatching services in Anadyr and the Gulf of the Cross poorly organized flight safety during the reception and release of aircraft.