Surgut

On 01.04.2012 the the UTAir Air Division 1 crew (based at Surgut AP) was conducting a scheduled passenger flight UTA-119 on the АТR 72-201 VP-BYZ A/C from Surgut to Tyumen. The landing at Tyumen (Roschino) AP was performed at 17:41 (23:41 local time). Descending for landing at Roschino (Tyumen) AD was conducted in extended cloudiness with icing conditions. According to the FDR records, the flight crew used the aircraft ice protection system. At the time of flight UTA-119 landing at Roschino (Tyumen) AD the weather was as follows: surface wind 090°-7 m/s, visibility 1600 m, showers of moderate snow with rain, significant cumulonimbus (5-7 oct.) clouds, fractonimbus, cloud base at 140 m, temperature + 0.2°C, dew point + 0.2°C, QFE 735 mmhg (980 hPa), friction coefficient 0.6; moderate icing at cloud layer from 140 m to 4800 m. Forecast for landing: tempo visibility 500 m, showers of heavy snow with rain, vertical visibility 90 m. Weather at Roschino (Tyumen) AD at day time on 01.04.2012 and at night from 01.04.2012 to 02.04.2012 was formed by the cyclone trough forward part with the widespread precipitation area associated with warm front. A passage of the warm front through Roschino (Tyumen) AD was expected in the period from 20:00 to 21:00, with a temperature of 0°C and relative humidity 100% precipitations were fallen from the cumulonimbus and fractonimbus clouds in form of showers of snow with rain. Visibility in precipitations was 1200–1600 m with individual charges of heavy wet snow with visibility 600–700 m and vertical visibility 100 m. Precipitation was followed by east wind 9–10 m/s, direction 90–110°, with individual gusts up to 13–14 m/s. This direction of wind remained till 21:00. After the passage of front through the region of Roschino (Tyumen) AD, at 21:05 the surface wind changed its direction to the west 250° – 260° with gradual increase of wind speed from 2–4 m/s to 7–10 m/s. Precipitation in the form of showers of moderate snow with rain at Roschino (Tyumen) AD went on till 22:00, 01.04.2012. From 22:00, 01.04.2012 to 01:00, 02.04.2012 precipitation turned into showers of slight snow with rain with a temperature of 0°C and relative humidity 100%. According to the observations of weather stations situated at a distance of about 200– 250 km from Roschino (Tyumen) AD and affected by the cyclone on 01.04.2012 as well as on 02.04.2012 storm detecting information was sent to the Roschino (Tyumen) AD AMC about glaze-ice accretion of wet snow. After the landing the A/C was placed at stand 3 heading to the air terminal (MH 30°). According to the flight shift work schedule, the crew left for rest to the Liner Hotel at Roschino AP and had a rest till 23:30 (05:30 local time). After having their rest, the crew members arrived to the AP and started the preflight preparation for the UTA120 scheduled passenger flight from Tyumen to Surgut with visiting AMC where at 00:15 they got weather briefing and documentation. The Nizhnevartovsk AD had been appointed as the alternate AP. At the end of the weather briefing the PIC received Form АВ-11 No.1 and put his signature at the sheet of the "Log of flight crews’ weather briefings at Tyumen-Roschino AMC" indicating the flight number and the A/C number. The weather forecast and actual weather at the departure AD, destination AD and alternate AD as well as their technical conditions did not imply any hazard for the flight operation. At 00:20 the crew passed a medical examination at the AP pre-start medical station and was cleared for the flight. According to the intra-airport radio conversation, around the same time the PIC made his decision to fly. After the medical examination, the F/O visited the aeronautical information office and received a navigator’s briefcase and flight plan; which is recorded in pertinent logbooks. Further, the crew continued the preflight preparation in the briefing room. According to the load documents there were 39 passengers, 133 kg of cargo, 143 kg of passengers’ luggage, and 1 kg of mail registered for the UTA120 flight. The fuel on board was 2000 kg, the A/C TOW was 18730 kg, the A/C weight balance was 30.72% mean aerodynamic chord. The TOW and weight balance were inside the AFM (FCOM) limitations. According to an avionics technician's statements the crew arrived to the A/C around 00:30. By the external observation video camera records it can be seen that the PIC performed the preflight inspection very briefly. He lingered for a few minutes by the right engine then moved along the fuselage sides, then stopped by the left main gear, and finally went into the cockpit. The after-inspection FTLB entry made by the PIC was: "LC PERFORMED BY CDR", the PIC also put the time of inspection which was 00:40 and quantity of fuel 2000 kg. There were no remarks made against the A/C condition in the FTLB. By the records of the external observation video camera, it can be seen that at 01:13 the boarding had been completed and the entrance door was closed. So, the A/C had been remaining at the AD under the influence of precipitations in the form of rain and wet snow with ambient temperature around zero degrees Celsius and wind velocity more than 10 m/s for more than 7 hours. There was no de/anti-icing treatment performed for the A/C before the flight. At 01:20 the flight crew performed the engine start, and after that passed through the Before Taxi checklist. At 01:24:46 the flight crew obtained clearance for holding position. At 01:32:08 after clearance for lineup position the flight crew reported: “Lining up”. At 01:32:58 the A/C started taking off. The takeoff was performed with flaps extended at 15°. The A/C lift-off occurred at 01:33:28 with a speed of around ≈127 kt. At 01:33:56 at height 600 ft2 and speed of 135 kt the A/P was engaged. At 01:34:00 at height 640 ft and speed of 139 kt the flaps retraction was started. At 01:34:08 after the retraction had been completed, at 690 ft and at a speed of 150 kt uncommanded development of right bank started. At 01:34:10 the A/P was disengaged. The bank angle reached around 40° to the right within 3 s and after that was counteracted by ailerons and rudder deflection. Further, the A/C banked to the left, which the flight crew was not able to compensate with full deflection of ailerons to the right. The A/C collision into terrain occurred at 01:34:35 with a pitch down angle ≈11°, left bank angle ≈55° and vertical rate of descent over 20 m/s. The ASL elevation of the accident area is about ≈110 m. The accident resulted in the A/C full destruction and partial damage by the ground fire. From the 43 persons onboard 4 crew members and 29 passengers were killed. Others sustained serious injuries.

The twin engine aircraft departed Tomsk Airport at 1010LT on a flight (callsign IK9007/SP5007) to Surgut, carrying 33 passengers and a crew of four. About an hour and 26 minutes into the flight, the left engine's 'chips in oil' warning light came on. About eight minutes later, a burning smell was noticed in the cockpit and the captain decided to divert to Nizhnevartovsk Airport. During the descent, the left engine caught fire. Its propeller was feathered and the crew decided to divert to Strezhevoy Airport. But as the fire could not be extinguished, the captain eventually attempted an emergency landing in the Ob River. Upon landing, the aircraft broke in two and came to rest in shallow water. Seven passengers were killed while all other occupants were rescued.

Ready for taxi, the crew started the engines when a short circuit occurred and a fire erupted in the rear compartment. The evacuation of all 134 occupants was initiated but three passengers died while 32 others were seriously injured. The aircraft was totally destroyed by fire. The OAT was -29° C at the time of the incident.

The aircraft departed Surgut on a flight to Belgorod with an intermediate stop in Samara, carrying 50 passengers and 7 crew members. While descending to Samara-Kurumoch Airport, weather conditions worsened and the visibility was below minimums. After the approach checklist was completed, the crew lowered the landing gear, selected flaps down at 30° and continued the approach. In poor visibility, the aircraft descended below the MDA until it struck the ground at a speed of 320 km/h and crashed 304 metres from the runway threshold and 95 metres to the left of its extended centerline. The aircraft came to rest upside down and partially burned. Six passengers were killed, 21 other occupants were injured and 30 people escaped uninjured. At the time of the accident, the visibility was estimated to be 150 metres with an RVR of 200 metres for runway 23 and a vertical visibility of 300 feet in freezing fog.

Following an uneventful flight from Kuybyshev, the crew initiated the descent to Surgut Airport by night. The visibility was reduced due to marginal weather conditions. On approach, ATC instructed the pilot to modify his trajectory and to follow the glide as the aircraft deviated to the left. At this time, it is believed that the captain got distracted. After the crew passed the decision height, the captain continued the approach despite the fact he did not establish any visual contact with the runway lights and failed to initiate a go-around. At a height of 38 meters and a speed of 286 km/h, the aircraft passed 50 meters to the left of the threshold and the captain decided to continue. ATC instructed the crew to go-around when, one second later, the aircraft touched the ground of a snowy field some 714 meters past the runway threshold and 113 meters to the left of the runway. With a positive acceleration of 4,8 g, the aircraft lost its right wing and came to rest upside down, bursting into flames. 31 people were injured while 20 others were killed, among them the copilot.

Following a night takeoff from Tarko-Sale Airport, while climbing at a height of 120 meters and a speed of 295 km/h, the captain requested flaps up when the airplane started to descend with a rate of nine meters per second. The aircraft then rolled to the right by an angle of 30° and struck trees at a speed of 365 km/h before crashing 2,889 meters past the runway end. Four crew members and 13 passengers were killed while six other occupants were seriously injured. The aircraft was destroyed.

Following an uneventful flight from Khanty-Mansiysk, the crew was cleared to continue the approach to runway 25 when he encountered marginal weather conditions with low clouds (130 meters above the ground) and limited visibility. While on approach at an altitude of 150 metres, the single engine airplane collided with a Mil Mi-8T. Registered CCCP-25686, it just took off from Surgut Airport bound to Nefteyugansk with 21 passengers and three crew members on board. Following the collision, both airplanes crashed in a wooded area, 600 meters from each other. Both machines were destroyed and none of the 38 occupants survived the collision.

The airplane was completing a cargo flight from Tyumen to Surgut, carrying one passenger, six crew members and a load of 12 tons of herring from the Pacific. On final approach by night, at an altitude of 400 meters and a speed of 330 km/h, the captain requested 'flaps 15' when the airplane became unstable and rolled left and right. Few seconds later, the airplane entered a nose down attitude, reached the speed of 395 km/h and crashed in a left bank of 90° into an icy lake located 13,6 km from the runway threshold. The aircraft was totally destroyed and all sven occupants were killed.

The aircraft was completing a cargo flight from Omsk to Surgut, carrying two passengers, a crew of 12 (among them six reserve members) and a load of 12 tons of various construction equipments. While approaching Surgut Airport by night and icing conditions, at an altitude of 400 meters and a speed of 330 km/h, the pilot lost control of the airplane that crashed in flames 15 km short of runway. The aircraft was destroyed and all 14 occupants were killed.

The crew started the approach to Nizhnevartovsk Airport by night and marginal weather conditions. Due to erroneous calculations, the aircraft was not properly aligned on the approach path and the captain decided to make a go-around. Six minutes later, he initiated a second approach. On short final, ATC asked the pilot if he has the runway in sight. As the answer was positive, the crew was cleared to land. Less than a minute later, the airplane struck tree tops, stalled and crashed in flames in a wooded area located 1,092 meters short of runway threshold. 32 occupants were injured while 24 others were killed, among them the copilot and a flight attendant.