Accident Tu-134 in Samara

Tu-134AK (registration number RA-65021, serial number 48390, serial 35-04) was released on May 31, 1976. On June 20 of the same year, under aeronautical USSR-65021 was transferred to Aeroflot Airlines :

• from June 20, 1976 to May 1, 1980 - MGA of the USSR , 235th Separate Government JSC ;
• from May 1, 1980 to 1982 - MGA of the USSR, Volga UGA, 1st Kuibyshevsky OJSC (Kurumoch);
• from 1982 to 1992 - MGA of the USSR, Volga UGA, Gorky OJSC;
• from 1992 to 1993 - MGA of the USSR, Volga UGA, Cheboksary OJSC.

Since 1993, his b / n changed to RA-65021, and the liner was transferred to the Cheboksary AP - Chuvashia (from February 2 to August 4, 1997 it was in storage). From him leased to airlines:

• Tatarstan - from December 4, 1998 to November 18, 1999.
• Carat - from January 31, 2001 to August 18, 2004 (from June 20, 2002 to August 18, 2004 it was in storage).
• Volga-Aviaexpress - from October 27, 2004 to May 30, 2005.

On May 30, 2005, the aircraft was leased by UTair . Equipped with two engines D-30-III Perm Engine Plant . On the day of the disaster, it made 22,611 take-off and landing cycles and flew 35,154 hours.

• The commander of the aircraft (FAC) is Oleg V. Zubkov. 2nd Class Pilot. 11 855 hours flew, 1993 of them on Tu-134 (740 of them as pic).
• The co - pilot is Andrei A. Lopanov. 2nd Class Pilot. Flown 6100 hours, all on the Tu-134.
• The navigator is Sergey A. Shcherban. Navigator 1st class. 5210 hours flew, 2338 of them on the Tu-134.
• Bortmekhanik - Alexander I. Muratov. First-class mechanic. Flown 5030 hours, all on the Tu-134.

Three cabin crew worked in the cabin : Inga Khitrova (senior cabin crew), Tatyana Kushner and Oleg Kosmachev.

The approach at the Kurumoch airport was carried out with a magnetic course of 231 ° according to the approach approach fromOPRS Cats on the course-glide path system in the director mode. During the descent and approach of flight 471, the meteorological conditions were as follows: ( visibility on the runway and the height of the lower boundary of the clouds) tended to worsen: within 40 minutes they worsened from 2300 × 450 meters to 225 × 40 meters, respectively (at 06:42 SAMT). At the same time, operational information was not brought to the dispatching staff ^[1] .

The landing approach took place with significant deviations from the course and the glide path , about which the landing manager, who carried out control over the landing radar , informed the crew, although he did not focus on the departure of deviations beyond the maximum allowable. In addition, the operation technology of the landing control point did not provide for control of the landing approach at the final stage of the approach - after the flight BPRM , for which reason the dispatcher did not inform the crew of a significant deviation at the time immediately preceding the landing ^[1] .

In violation of the requirements of the Flight Operations Manual and Interaction Instructions , the crew did not assess the possibility of continuing the decline at the decision-making height (60 meters) and continued to decline without establishing a visual reference for landing. Only at an altitude of 25 meters, the FAC issued a command to perform a second approach, while increasing the engine operation mode. And only after 3 seconds at an altitude of 9 meters, 1.5 seconds before touching the ground, the taking of the helm was registered. In this situation, the efforts undertaken were not enough to compensate for the vertical velocity of descent of 6 m / s ^[1] .

As a result, at 06:42:33 SAMT, flight UT-471 landed outside the runway - to the right, 100 meters from the center line and 305 meters to the end of runway No. 23. When the aircraft moved on the ground, the landing gear of the left landing gear broke, a partial destruction of the fuselage occurred, and the remaining landing gear broke. Then the plane ended up on the runway, where it flipped over the left wing plane, losing it along with the left engine. In an inverted state, the liner descended from the runway, its front part broke off from the fuselage and fell to the left ^[1] .

The accident killed 6 passengers, the crew and other passengers received injuries of varying severity (27 people were hospitalized) ^[2] .

Airline UTair paid families of the victims $ 75,000 each ^[2] .

In early August 2007, the results of the work of the commission to find out the causes of the crash were announced:

The cause of the crash of the Tu-134A RA-65021 aircraft during the landing approach at the Samara airfield (Kurumoch), under conditions significantly worse than the meteorological minimums established for the airfield , aircraft and crew, was the destruction of the aircraft while moving on the ground after it was grounded for 300 m to the runway, to the right of the approach course 100 m .

The accident became possible as a result of organizational, technological and procedural shortcomings in the work and interaction of the meteorological support and air traffic control services, as well as errors in the crew’s actions .

Deficiencies in the regulatory and technological documents of AMC Samara did not allow timely transfer to the air traffic control service for informing the crew of the data measured by the KRAMS-4 aerodrome automatic meteorological station about the deterioration of weather conditions below the established aerodrome minimum. At the height of the decision, in the absence of reliable visual contact with the approaching lights and landmarks, the PIC did not make a timely decision to leave for the second round .

The non-use by the landing controller of all the technical capabilities of the landing radar due to a contradiction in the regulatory documents that determine the order and technology of its operation, as well as fuzzy interaction in the crew and belated actions for leaving the second circle, did not prevent the situation from becoming catastrophic . ^[one]

In March 2010, the Samara Regional Court found the commander of flight crew 471 Oleg Zubkov and co-pilot Andrei Lopanov guilty and sentenced them to 6 years in prison, respectively, with a probation period of 4 years and 2 years probation with a trial period of 2 years ^[3] .

Due to other events that occurred collectively, on March 21, a day of mourning was declared throughout Russia.

• Safety Information No. 6 FSNST of the Ministry of Transport of the Russian Federation
• Photo of the aircraft on airliners.net
• Computer reconstruction of a disaster with a synchronized recording of a voice recorder