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ту 154 катастрофа

ссср

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самолет

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авиация

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aviasvit

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секунды до катастрофы

крушение самолета

авиакатастрофы реконструкция

самолеты

туркменбаши

ту154

авиапроисшествие

00:00:02

On January 18,

00:00:05

1988, Domodedovo Airport, a

00:00:09

Tu-154b aircraft is preparing to operate flight 699 on the

00:00:14

Moscow-Ashgabat route with an intermediate

00:00:16

landing in Krasnovodsk,

00:00:19

146 people, 137 passengers and

00:00:23

9 crew members board the aircraft, consisting of the

00:00:26

aircraft commander Viktor Sergeevich

00:00:28

Churaev, co-pilot Vladimir

00:00:31

Dmitrievich Egorov, navigator Mikhail

00:00:34

Semenovich Radulov and the board of engineer

00:00:36

Vladimir Aleksandrovich Khripunov,

00:00:39

five flight attendants were working in the aircraft cabin

00:00:41

the day before during the approach to

00:00:44

land at Domodedovo airport. The second

00:00:46

pilot did not maintain the parameters of the approach,

00:00:48

as a result of which the air traffic controller

00:00:51

sent the plane for a go-around on the night of

00:00:54

January 18, in normal weather conditions, flight 699

00:01:01

took place throughout the flight in normal mode in

00:01:05

preparation for landing at the

00:01:07

Krasnovodsk airport, the second Pilot

00:01:09

asked the commander for permission to

00:01:10

land, to which he agreed

00:01:14

so that he would not dare to go around a

00:01:25

week before this flight, the second Pilot

00:01:28

completed flight training for commissioning of the

00:01:31

Tu-154 crew commanders but

00:01:34

the check showed that he was not yet

00:01:36

ready to carry out the flight as

00:01:38

commanders. The commanders of flight 699 knew about

00:01:42

this situation and gave the opportunity to the second

00:01:45

pilot, a candidate for the command seat, to

00:01:47

rehabilitate himself during the landing at

00:01:49

Krasnovodsk airport. Landing in

00:01:52

Krasnovodsk was carried out at night with a

00:01:54

landing heading of 162 degrees.

00:01:58

at the command of the co-pilot, the crew

00:02:00

began to lower the

00:02:10

highway, released the landing,

00:02:13

the stabilizer was ready, plus

00:02:15

initially the landing approach

00:02:17

was carried out in accordance with the

00:02:19

established parameters and 4.5 km from the

00:02:22

end of the runway. The crew

00:02:24

reported that they were ready to land, for which they

00:02:27

received permission

00:02:35

when the pilots began to perform

00:02:37

pre-landing operations acting according to the

00:02:39

control chart The second pilot was distracted

00:02:42

from maintaining the design parameters of the

00:02:43

approach and as a result the aircraft

00:02:46

passed the long-range radio beacon 20

00:02:49

meters above the glide path at a speed of 275

00:02:52

km/h at an altitude of 285 meters above

00:02:56

sea level at this time the navigator voiced the

00:03:00

speed readings.

00:03:05

270 glide path slightly lower than 110

00:03:10

estimate speed 270 100 meters speed

00:03:14

270 limit

00:03:17

the navigator literally shouts about the

00:03:19

decision altitude but there is no reaction from the

00:03:21

co-pilot and then the

00:03:32

second commander intervenes. The pilot turns on and says his

00:03:35

decision; we also land 4 meters from the

00:03:38

runway; the airliner begins to divert to the right

00:03:40

because of which, 400 meters before the flight of the

00:03:43

near-drive radio lighthouse, when the

00:03:45

deviation reached 30 meters, the

00:03:48

heading limit command even worked and the

00:03:50

air traffic controller transmitted the

00:03:55

plane passes the near-drive radio

00:03:58

lighthouse at an altitude of 80 meters, that is, 5

00:04:01

meters above the garden, and after 3 seconds in the

00:04:04

cockpit The crew received a glide path limit signal

00:04:06

because the airliner was

00:04:09

7 meters above the glide path. Although the landing was

00:04:12

carried out by the second pilot, the commander, before

00:04:14

passing the Near Directional Beacon,

00:04:16

still intervened in the control and

00:04:19

corrected the lateral deviation,

00:04:21

thereby making the work of the co-pilot easier

00:04:24

before crossing the decision altitude of

00:04:27

80 meters, the plane was still was

00:04:30

within the glide path at a distance of 750

00:04:33

meters from the runway, the

00:04:35

excess of the flight profile above the glide path had

00:04:38

already reached 10 meters, seeing that the second

00:04:40

Pilot was not doing anything, the commander

00:04:43

warned him about this, the runway was where the

00:04:45

runway was, after which the second Pilot, with a

00:04:49

sharp movement of the control wheel, turned

00:04:51

the plane into a steep position descent with an increase in

00:04:54

vertical speed to 6 meters per

00:04:56

second at 35 meters above the ground, the plane

00:05:00

was already below the glide path, but instead of

00:05:02

reducing the vertical speed of

00:05:04

descent, the second Pilot only increased it

00:05:07

to 10 meters per second, increasing the

00:05:09

pitch angle to -6.5 degrees and the plane

00:05:15

was in an elevated state condition

00:05:18

Moreover, and with a strict time limit, the second

00:05:20

Pilot, while correcting the lateral deviation, was

00:05:22

distracted from the control

00:05:24

speed and pitch angle, and

00:05:26

thereby unbalanced the plane, which

00:05:29

was in a landing configuration of

00:05:32

50 meters 40 meters 30 hold 20 meters and

00:05:40

that hold only two and a half

00:05:42

seconds before touching down

00:05:45

runway when the airliner was at an altitude of 25

00:05:47

meters from the ground and was descending at a

00:05:49

vertical speed of 10 meters per

00:05:51

second, the commander vigorously intervened in the

00:05:54

controls and pulled the steering wheel towards himself,

00:05:56

forcing the plane to raise its nose, but the

00:05:59

lack of altitude did not allow the

00:06:02

vertical speed to be reduced to normal

00:06:04

values

00:06:05

at 5 o'clock 19 minutes flight 699 with a

00:06:09

vertical speed of 7 meters per

00:06:11

second landed on the end of the

00:06:13

runway at three points at once, the

00:06:15

main landing gear hit the

00:06:19

end of the concrete slabs of the

00:06:21

runway at that moment

00:06:28

it broke into three parts, then the tail

00:06:32

section was torn off by the engines from the

00:06:34

rest of the fuselage at In this case, passengers

00:06:36

sitting in rows 24 to 26 fell onto a

00:06:40

concrete strip

00:06:51

[music]

00:06:53

the plane crash claimed the lives of 11

00:06:56

passengers, 16 people were injured; an

00:07:00

investigation into the causes of the disaster was

00:07:02

carried out by a commission of the

00:07:04

USSR Ministry of Civil Aviation

00:07:06

earlier on January 15, the second pilot of flight 699 had

00:07:11

already performed two landings on the Tu-154,

00:07:14

comparing them the commission found that in

00:07:17

both cases the second Pilot had a similar

00:07:20

manner of operating the elevators. But on

00:07:22

January 18, he began to increase the vertical

00:07:25

speed at a lower altitude, while the

00:07:28

steering wheel deviated even more in general, the

00:07:30

second Pilot Egorov often shifted

00:07:33

the steering wheel, which is why there was an

00:07:35

imbalance of the aircraft

00:07:37

in the longitudinal channel, one might even say that

00:07:39

increasing the vertical speed due to the

00:07:42

recoil of the helm From himself and taking the aircraft

00:07:44

under the glide path were the characteristic

00:07:47

manner of piloting of the second pilot

00:07:49

Egorov, commander Churaev knew about this

00:07:52

manner of

00:07:53

communication with which, when allowing Egorov to

00:07:55

land at the

00:07:57

Krasnovodsk airport, he was obliged to be ready to

00:07:59

take control in time when it was still

00:08:02

possible to rectify the situation, in the opinion of

00:08:05

the commission, the accident occurred as a

00:08:08

result of the landing of the aircraft with a

00:08:10

high vertical rate of descent

00:08:11

and its destruction from undesigned

00:08:14

overloads due to errors in

00:08:16

piloting made by the co-pilot

00:08:18

after flying over the altitude of decision-making

00:08:20

insufficient and readiness to

00:08:23

perform a landing in these conditions, as

00:08:25

well as failure to correct

00:08:28

errors in a timely manner The commander of the aircraft,

00:08:30

due to unsatisfactory

00:08:32

interaction in the crew

00:08:34

after the plane crash,

00:08:38

had their flight licenses immediately taken away from commander Churaev and co-pilot Egorov,

00:08:40

after which

00:08:43

both pilots were sentenced to prison

00:08:46

[music]

Description:

Станьте спонсором канала, и вы получите доступ к эксклюзивным бонусам. Подробнее: https://www.youtube.com/channel/UCK7sq6kGFTz1xixvGupu1jQ/join Угостить автора чашкой кофе☕️: https://buymeacoffee.com/aviasvit?t=true Помочь каналу в развитии, а также расширить авиапарк и увеличить количество выпусков: DonationAlerts: https://www.donationalerts.com/r/profpilotov 18 января 1988 года. Авиалайнер Ту-154Б-1 авиакомпании «Аэрофлот» выполнял рейс SU-699 по маршруту Москва—Красноводск—Ашхабад, но при посадке в аэропорту Красноводска грубо сел на ВПП и разрушился. ДРУЗЬЯ, подписывайтесь на наш второй канал Планета Катастроф! где мы рассказываем о катастрофах во всем мире! https://www.youtube.com/channel/UCkO-5UXOh7S2GVujDPiO8ZA Не забудьте заглянуть сюда: ► VKontakte: https://vk.com/avia_svit ► Telegram канал: https://t.me/AviaSvitAirCrash ► Яндекс.Дзен: https://dzen.ru/id/61d9e00166d61a4d069b438a Для деловых предложений пишите сюда: [email protected] --------------------------------------------------------------------------------------------------------------------------

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