Aeroflot flight 630
| Aeroflot flight 630 | |
|---|---|
_AN0721845.jpg) Aeroflot aircraft of the same construction |
|
| Accident summary | |
| Accident type | Structural overload |
| place | 8.4 km southeast of Buston , Tajik SSR
|
| date | February 24, 1973 |
| Fatalities | 79 |
| Survivors | 0 |
| Aircraft | |
| Aircraft type |
Ilyushin Il-18 W, Soviet Union.svg){kind=small}
|
| operator |
Aeroflot , Soviet Union
|
| Mark | CCCP-75712, Soviet Union
|
| Departure airport |
Dushanbe Airport , Tajik SSR
|
| Stopover |
Leninabad Airport , Tajik SSR
|
| Destination airport |
Moscow Domodedovo Airport , Russian SFSR.svg){kind=small}
|
| Passengers | 71 |
| crew | 8th |
| Lists of aviation accidents | |
On February 24, 1973, an Ilyushin Il-18 crashed on the first leg of the inner-Soviet scheduled flight Aeroflot Flight 630 from Dushanbe via Leninabad (today: Khujand ) to Moscow , killing all 79 occupants. Up until August 28, 1993, it was the worst accident in what is now Tajikistan .
Plane and crew
The aircraft was an Ilyushin Il-18 ( aircraft characteristics : CCCP-75712, serial number : 180 001 803), with four turboprop engines of the type -20 AI Ivchenko K equipped and had graduated from 12 February 1960 to the accident 20,404 flight hours and 9,590 flight cycles . The crew consisted of the flight captain Vladimir Vasilyevich Shaposhnikov, the first officer Vyacheslav Vasilyevich Tymoshenko, the flight engineer Valery Petrovich Tatarintzew, the navigator Nikolai Porfirevich Olenitsch and the radio operator Vladimir Semendelovich Vaganov, as well as the flight attendant . Bykowa and I. Bolshakov.
course
At 7:06 a.m. local time, the Il-18 took off from Dushanbe. At 714 a.m. it flew over the Dushanbe district beacon at 4,500 m and changed course to pass the Pugus district beacon at 5,700 m. At 7:17:40 a.m., the pilots reported an altitude of 5,700 m, whereupon the air traffic controller gave permission for a climb to 6,600 m. When asked when the aircraft would fly over the Ura-Tube radio beacon (now Istaravshan ), the pilots estimated it at 7:30 a.m. The pilots reported an altitude of 6,600 m at 7:21 a.m. and continued communication with an air traffic controller in Tashkent while they continued to fly through the clouds. When the aircraft entered the airspace of Ura-Tube at 7:30 a.m., a course change of 60 ° to the right should have been made to the planned course 115 ° (southeast). Instead, it was only corrected by 10 ° to the right and the new course of 64 ° (east-north-east) was held at 6,600 m for 3 minutes with the autopilot switched on. At 7:33:27 a.m., the pilots reported the overflight of Ura-Tube at 6,600 m and a descent with a course to Listvyanka , whereupon the pilot instructed at 7:33:30 a.m. in Tashkent to descend to an altitude of 4,500 m and to keep. This was confirmed by the pilots.
The aircraft then leaned 15 ° to the right while the autopilot was activated; this was deactivated when the curve was exited. After a 60 ° turn, the aircraft leaned left at a rate of 3-4 ° / s until it leaned 90 ° to the left and began a spiral dive . A sink rate of 100 m / s, accelerations between −0.2 and 4.4 g and a speed of 840 km / h were achieved. Due to the high loads, half of the left wing broke off at 2,200 m and the kerosene flowing from the destroyed tanks ignited. The Il-18 hit a field at 737 a.m., 38 km northeast of Leninabad Airport and about 8.4 km southeast of Buston . The partially burned trunk upside down was found at 7:55 am; Wreckage was spread over an area 1,200 m long and 550 m wide.
Investigations and Conclusions
The air traffic controller in Tashkent admitted that he had not tracked the aircraft on the radar in the last section and had not noticed the course deviation and the subsequent disappearance of the aircraft. A large number of causes were excluded through the investigations:
- Engine / propeller failure
- Material fatigue
- Failure of the control systems
- Fault in the fuel, oil or hydraulic system
- Military activities (there was none in the region at the time of the accident)
- Weather
The investigators did not provide any conclusive information about the cause of the accident. Representatives of the Ministry of Aviation Industry ( MAP ) formulated a statement on the cause of the accident:
As a result, the pilots did not check their position after the flight over Ura-Tube and deviated from the planned route for which they had no clearance. Only 3 minutes later did they report the overflight to the air traffic controller in Tashkent without giving the time of the overflight or their current position. When the pilots noticed their mistake, unsure of the situation in the airspace around them, they decided to leave. Failure to report her mistake complicated her situation. Without being able to see the horizon, they initiated a left turn in the clouds, which became increasingly steep. Trying to intercept the aircraft with the elevators resulted in the turn becoming even steeper. The Il-18 fell into a nosedive in which it was overloaded and broke.
The MAP made the following assumptions as to why the left turn became so steep:
- A short-term failure of the left artificial horizon and insufficient monitoring of the right horizon
- Increased tension on the part of the pilots due to their mistakes which they made after the flight over Ura-Tube and which the air traffic controller in Tashkent missed due to his inadequate supervision
swell
- Description of the accident (English) Il-18 CCCP-75712 on the Aviation Safety Network , accessed on July 9, 2020
- Description of the accident (Russian) on airdisaster.ru, accessed July 9, 2020
- Description of the accident (Russian) on avia.pro, accessed on July 9, 2020
Coordinates: 40 ° 16 ′ 12 ″ N , 69 ° 13 ′ 12 ″ E