Russia

Few minutes after takeoff from Voronovo, the crew encountered engine problems. He elected to maintain altitude but the aircraft descended, collided with trees and crashed in a wooded area located 7,5 km from the departure point, bursting into flames. Both pilots escaped uninjured while the aircraft was totally destroyed by a post crash fire.

Less than one minute after takeoff from Khabarovsk-Maly airport, while climbing to a height of 21 metres at a speed of 155 k /h, the right door opened and detached. It struck the right propeller, causing the right engine to fail. The crew lost control of the aircraft that stalled and crashed in a garden located less than one km from the airport, bursting into flames. The aircraft was destroyed by a post crash fire and all three occupants were seriously injured, among them Alexander Perkash, Director of the company.

On July 8, 2006 an А310 airplane with state registration number F-OGYP (France), leased by ОАО Aviakompania Sibir, and with a flight crew consisting of the Captain and the co-pilot, was flying scheduled passenger flight С7 778 from Domodedovo to Irkutsk. Apart from the two cockpit personnel, there were 6 flight attendants and 195 passengers on board (of these, 2 worked for the company), which included 181 nationals of Russia, 3 of Germany, 3 of the PRC, 2 of Poland, 3 of Belarus, 2 of Moldova and 1 of Azerbaijan. The airplane's payload according to the flight manifest was 19,800 kg (which included about 80 kg of hazardous freight - perfume), its take-off weight 140414 kg (maximum permissible – 150,000 kg), and center-of-gravity position 25.5% (the range of permissible center-of-gravity positions for take-off is 18% - 32%). Upon completion of the pre-flight preparation, the crew took off from Domodedovo airport at 17:17 (17:15 – as per schedule) and after climbing set a course for its destination airport of Irkutsk (alternate airport Bratsk). The flight proceeded without incident and at 22:17 the crew initiated descent for an approach and landing at Irkutsk airport. At 22:43:40 the airplane landed without misalignment on runway 30 at Irkutsk airport. Before the flight, in accordance with Sibir’s MEL, the maintenance personnel deactivated the thrust reverser on the airplane's left engine after hearing the crew's observation about this thrust reverser's malfunction during a previous flight. After touchdown all spoiler sections prepared ("armed") by the crew for utilization were deployed and the autobrake in Low mode, previously selected by the crew, was activated. The pilot moved the right engine (no. 2) thrust reverser forward. However, simultaneously with the subsequent reduction of the reverse mode of engine no. 2, engine no. 1 started to speed up (forward thrust), which led to an increase in airplane speed and the onset of torque that pulled the airplane to the right. The crew failed to perceive the cause of what was happening. In spite of intense wheel-braking efforts, the airplane used up the entire length of the runway and overshot its end at a speed of about 180 kph. The airplane then continued to travel on wet soil. At a distance of about 300 m from the departure threshold of the runway, the airplane collided with a concrete barrier of the aerodrome and then with some garages located directly behind the barrier, after which the airplane, now seriously damaged, stopped. As a result of the destruction of the fuel tanks the fuel ignited and fire penetrated the airplane's interior. As a result of the accident, 125 individuals died, including the two pilots and three of the flight attendants. The airplane was practically completely destroyed by the fire.

On 2 May 2006 the Armavia A320, registered EK-32009, was undertaking passenger flight RNV 967 from Zvartnots (Yerevan, Armenia) to Adler (Sochi, Russia). Preliminary preparation of the crew was conducted on 23-24 May 2006 under the guidance of the airline’s Flight Director, in accordance with the requirements of ROLRGA RA-2000, Section 7.2.1. Pre-flight briefing of the crew was conducted on the day of departure, under the guidance of the Captain, in accordance with the requirements of ROLRGA RA-2000, Section 8.2.1 On 2 May 2006 at 19.30 the crew passed the pre-flight medical examination. The crew’s pre-flight rest period exceeded 24 hours. In accordance with ROLRGA RA-2000 and Work-Rest Norms for civil aircraft crews from the Republic of Armenia, each crew member is individually responsible for adherence to the pre-flight rest regime. It should be noted that it was difficult for the crew to take adequate rest during the day before the night flight, due to impairment of bio-rhythms. That is most likely why, in their cockpit conversations the crew members mentioned that they had not got enough sleep. In order to make their decision for departure, the crew obtained the observed weather data and the weather forecast for the takeoff, landing and alternate aerodromes that met the requirements for IFR flights. According to the documents submitted, the airplane takeoff weight and the centre of gravity were 62,712 kg and 29.9% mean aerodynamic chord, i.e. within the A320 FCOM limitations. There were 113 occupants on board: 105 passengers (including 5 children and 1 baby), 2 pilots, 5 flight attendants and 1 engineer. The airplane took off from Zvartnots airport at 20:47. Takeoff, climb and cruise were uneventful. The first communication between the Sochi approach controller and the crew took place at 21:10:20. At that moment the airplane was beyond the coverage area of Sochi aerodrome radar. Up until 21:17 the approach controller and the crew discussed the observed and forecast weather, and as a result the crew decided to return to Yerevan. At 21:26:37, after the decision had already been made, the crew asked the controller about the latest observed weather. At 21:30:49 the controller informed the crew that visibility was 3,600 m and the cloud ceiling 170 m. At 21.31.14 the crew decided to continue the flight to Sochi airport. The next communication with the approach controller was at 22:00:45. At that moment the airplane was descending to an altitude of 3,600 m heading to GUKIN point and was being tracked by the Sochi radar. The approach controller cleared the airplane for descent to 1,800 m and reported the observed weather at Sochi, as at 22:00, for runway 06, which was above the aerodrome minimum. Then the crew was handed over to the holding and tower controllers, and was cleared for descent to 600 m, as per aerodrome pressure QNH 1016 hPa, before entering the turn to final. While performing the turn to final, the runway extended centreline was overshot. Having eliminated the deviation, the airplane started descending along the glide slope, following the approach pattern. At 22:10:45 the crew reported extension of the landing gear and their readiness for landing. In response they were advised of the distance of 10 km and weather 4000 x 190, and were cleared for landing. However, about 30 seconds later, the controller advised the crew of the observed cloud ceiling at 100 m and instructed them to stop their descent and carry out a right turn and climb up to 600 m and also to get in touch with the holding controller. The last communication with the crew was at 22:12:35. After that the crew did not respond to any of the controller’s calls. At 22:13:03 the airplane struck the water, was destroyed and sank.

Around 2000LT, the pilot departed Tersky on an unauthorized local flight with four passengers. While cruising at a height of about 50 metres, the aircraft went out of control and crashed in an open field located one km from the departure point. A female passenger was seriously injured while four other occupants were killed. The aircraft was destroyed.

The crew departed Mitiga on a positioning flight to Moscow-Domodedovo where the airplane should follow an overhaul program. The airplane crossed the runway 32R threshold at a height of 12 metres and with an excessive speed of 304 km/h. At a height of about five metres, the captain instructed the flight engineer to reduce the speed and to bring back the speed levers to idle. This instruction was confirmed by the flight engineer then the captain asked for the thrust reversers to be activated. In a certain confusion, the flight engineer did not confirm this instruction and asked again the order. Possibly due to a certain distraction, the flight engineer failed to position the power lever in the correction position. As a result, the aircraft floated at a height estimated between 0,5 and one metre before it landed firmly 1,100 metres past the runway threshold at a speed of 258 km/h. Unable to stop within the landing distance available, the aircraft overran, lost its undercarriage and came to rest 680 metres further, broken in three. All six occupants were rescued, among them two were injured.

The single engine aircraft departed Voronezh at 2117LT on a special flight to Moscow-Domodedovo Airport with 6 pax and 2 pilots on board, ETA Moscow 2240LT. While approaching Stupino and descending to Domodedovo Airport by night, the crew encountered poor weather conditions with snow falls, poor visibility, icing conditions and turbulences. Passing Stupino at an altitude of 1,500 metres, the aircraft pitched up in an angle of 9° and at a speed of 102 knots, it nosed down 40° then entered an uncontrolled descent until it crashed at a speed of 226 knots in a wooded area located in Staroye, about 10 km from Stupino. The aircraft was destroyed by impact forces and a post crash fire and all 8 occupants were killed.

The aircraft was engaged in an ambulance flight from Sangar to Segyan-Kyuel and back. Because of poor weather the flight was delayed a couple of hours. At ETD, weather conditions at Sangar Airport was as follows: visibility more than 10 km, scattered clouds at 800 metres, overcast at 3,000 metres, temperature -22° C, dewpoint -23° C, pressure 765 mm Hg. Weather forecast en route included a few stratocumulus clouds between 1,400 and 1,700 metres, significant altostratus clouds between 2,700 and 3,500 metres. The mountainous area over which the Antonov was to fly moderate orographic turbulence was present in the layer from 900 to 1,700 meters, and possible downdrafts on the lee side of ridge in the same altitude range. These conditions were not reported to the crew. Then medical equipment with a weight of 400 kg and passengers arrived at the airport by ambulances. The captain expected seven passengers, but three additional passengers had arrived, without having tickets. The names were added to the passenger list and the copilot arranged the payment of the fare. No seats were available for two passengers, so they had to sit on some hand luggage in the aisle. At 04:46 UTC the aircraft departed from Sangar and climbed towards the mountainous terrain. The highest point along the route was at an elevation of 1,976 metres. The minimum safe altitude was 2,515 metres. The pilot climbed VFR and maintained visual separation from the snow-covered mountains. At an altitude of 1,300 metres the Antonov entered an area with strong turbulence. The aircraft was caught in a downdraft. In an attempt to stop the plane from descending further, power was added to nominal, then to the takeoff power. With rising terrain it was impossible to continue. The pilot decided to carry out a 180° turn to the left over downsloping terrain. This brought the plane downwind with a 30° bank instead of the recommended 20°. As a result, the rate of descent increased and after it rolled to an angle of 120°, the left lower wing contacted a cliff. The aircraft lost speed and crashed on the snow covered mountain. All 12 occupants were rescued, among them four were seriously injured. The aircraft was destroyed.

Upon landing at Yuzhno-Sakhalinsk Airport, the nose gear collapsed and punctured the ground floor just behind the cockpit. The aircraft came to rest on the main runway following a course of few dozen metres. All occupants escaped uninjured while the aircraft was damaged beyond repair.

While cruising at an altitude of 130 metres, the engine failed. The crew elected to make an emergency landing in the tundra near Labozhkoe, 47 km west from Naryan-Mar, when the aircraft impacted trees and crashed in a wooded area. A passenger was injured while all other occupants escaped unhurt. The aircraft was written off.