Ilyushin II-14

After takeoff from Magadan Airport, while climbing, a fire erupted in the cabin and smoke spread in the entire cabin and cockpit. The captain reduced his altitude in an attempt to make an emergency landing in the Khasyn River Valley located about 10 km north of the Magadan Airport. Due to smoke, the pilot lost consciousness and the aircraft struck trees and crashed in flames in a wooded area eight minutes after takeoff. Two crew members, the copilot and the radio operator, were rescued while three others were killed.

The crew was performing flight SU831 from Moscow-Bykovo to Simferopol with intermediate stops in Chernigov and Kirovograd. En route, he encountered turbulence while cruising in poor weather conditions. While cruising at an altitude of 2,700 meters, the crew requested to ATC the permission to modify his altitude but this was denied due to heavy traffic. Despite he was uncleared, the captain started to climb in marginal weather conditions. Shortly later, at a height of 2,950 meters, the II-14M collided with a Soviet Air Force AN-12BP registered CCCP-08525. En route from Kedainiai (Lithuania) to Ryazan, this aircraft was carrying 91 soldiers and a crew of 5 back to their base, and was the third AN-12 of a formation of three. The collision occurred when the top of the tail of the AN-12 struck the base of the fuselage of the II-14. Both aircraft went out of control, dove into the ground and crashed in a field, 800 meters from each other. All 120 occupants on both aircraft were killed.

Suffered an accident in Beijing.

The crew was completing a local training flight at Berlin-Schönefeld Airport when an unidentified technical problems occurred in flight and forced the crew to attempt an emergency landing. The aircraft crash landed and came to rest in flames. While all three crew members escaped uninjured, the aircraft was damaged beyond repair.

The airplane departed Tbilisi Airport at 1039LT on a cargo flight to Yerevan, carrying five crew members and a load of various goods for a total weight of 2,394 kilos. The assigned altitude of 3,000 meters was reached 17 minutes later and the crew continued to the south under VFR mode. The airplane passed over Idzhevan VOR at 1108LT and six minutes later, the crew was cleared to descent to 1,800 meters by the approach ATC. Between 1116LT and 1119LT, the crew reported twice that the weather conditions deteriorated with low clouds and requested the permission to return to Tbilisi under VFR at 3,000 meters. A minute later, while cruising at the altitude of 2,265 meters, the left wing struck the west slope of Mt Getantag. The airplane continued for 130 meters then crashed in flames. The flight engineer was seriously injured while four other occupants were killed. Few hours later, the only survivor died from his injuries.

While approaching Leipzig-Halle Airport on a flight from Moscow, the crew encountered technical problems and was forced to attempt an emergency landing. The aircraft came to rest in a field located few km from the airport and was damaged beyond repair. There were no casualties.

While cruising at an altitude of 1,800 meters in snow showers, the crew informed ATC that the right engine caught fire. A minute later, the crew reported he was unable to extinguish the fire and elected to divert to Pokrovsk. While descending, the captain attempted an emergency landing when the airplane struck tree tops and crashed in flames in a snow covered forest located 35 km from Pokrovsk. Five passengers were rescued while 15 others occupants were killed.

The aircraft was on a ferry flight from Minsk, Belarus, to Bamako, Mali, with intermediate stops in Zagreb, Marseille, Oran and Tamanrasset. It was returning to its country following maintenance in Minsk factory. While cruising by night in poor weather conditions, the crew failed to realize that the airplane deviated from the prescribed flight path. Due to opposite traffic, the crew was instructed to make a 360° right turn but apparently did not understand this message. At an altitude of 10,000 feet, the airplane struck the slope of Mt L'Avalanche located about 1,500 meters west of Estenc, Alpes-Maritimes. The wreckage was found few hours later. The airplane was totally destroyed upon impact and all seven occupants, five crew members and two passengers (two mechanics) were killed. At the time of the accident, the airplane equipment was compliant but due to stormy weather and strong winds, a precise navigation was impossible due to the lack of a VOR receptor. On the route Genoa - Albenga - Nice, the airplane failed to follow the G7 Airway due to stormy weather and in accordance with ATC. The Russian pilot-in-command, speaking neither English nor French, could not converse directly with ground control. The co-pilot, speaking French but not Russian, could not converse directly with the captain or translate his orders from the ground. The navigator, in charge of the route in particular difficult conditions, could not correspond more with the pilot, if not by means of the radio. Only the radio could translate into Russian to the captain the indications provided in French by the ground control, which could ipso facto introduce a source of error of interpretation, and required a certain time of translation. The ICAO recommendation suggesting to the pilot-in-command the use of English or the language used by the ground station was not applied. The investigation established that the crew was unaware of wind and drift. Under the influence of a wind blowing from sector 210 to 100 km/h, the aircraft suffered a drift of about 20° towards the north, thus towards the mountain. Vertical to Nice, the airplane was already 25 kilometers north of the station and north of the G7 Airway. The diversion order did not have to be understood the first time since the crew requested repetition. The superposition of the orders of two simultaneous maneuvers, turn and descent, probably made the interpretation tricky and ambiguous. The order to make a 360° right turn, which means a circular turn, was erroneously understood as the order to take heading 360. Indeed, at least five kilometers prior to impact, the aircraft was following a straight path, in this case a heading oriented almost to magnetic north. Under the influence of one or more stormy areas northwest of Nice, the unstable indications of the radiocompas did not allow position's control and turbulences could create an additional difficulty. The aircraft approached the terrain as fast as it did to the north and the speed of the aircraft at that heading increased by about 100 km/h, representing the wind speed south-southeast. The point of impact was 2,440 meters, the level 80 towards which the aircraft was normally descending corresponding to an altitude of 2'380 meters.

Twelve minutes after takeoff, while climbing in stormy weather, both engines started to run intermittently, maybe due to a technical problem with the sparking plugs while in contact with water. In such conditions, the captain decided to return to Baku-Bina Airport but due to poor visibility, he was unable to locate the airfield. Five minutes later, both engines temperature dropped and four minutes later, out of control, the airplane crashed into the sea off Baku. SAR operations were quickly conducted but eventually suspended few days later as no trace of the aircraft nor the 33 occupants was found. On May 13, 1966, the wreckage was found at a depth of 23 meters some 19 km south of the Nargen Island.

An hour after he departed Vorkuta Airport bound for Syktyvkar, the crew reported a fire on the right engine. For undetermined reason, the crew was unable to extinguish the fire and the captain decided to reduce his altitude in an attempt to make an emergency landing. At a height of 100 meters, the right engine detached and out of control, the airplane crashed in flames in an icy pond located near the Bolchaya Vyatkina River. The aircraft was totally destroyed and all 26 occupants were killed.