An-22 Antei Cock - Serials

Aircraft series 0105 (USSR-08822), 0106 (USSR-08837), 0107 (USSR-08838), 0108 (USSR-09317), 0109 (USSR-09301), 0110 (USSR-09310), 0306 (RA-09336) , 0201 (RA-08839), 0204 (RA-09304), 0402 (RA-09333) were cut into scrap metal back in 1997. It should be noted that this list included an aircraft of the 4th series - 0402 (RA-09333) , which, according to calculations by NIIERAT (Scientific Research Institute for Operation and Repair of Aviation Equipment), reached the limit of landings and loads on the airframe. The Institute issued recommendations to strengthen the airframe, but due to insufficient funding, this work was not carried out. Unscheduled 200-hour routine maintenance was performed on the plane and after some time, on instructions from above, the plane was written off. He opened an account for cutting up aircraft of the 81st Vtap.

After dismantling the remaining An-22 aircraft at the Ivanovo (Severny) airfield in 2000, the service life of the An-22 was extended to 35 years and aircraft of the 5th, 6th and 7th series continued to fly in the 8th flight (which were restored using units removed from non-flying aircraft) .

1. 0101 46191 issue 02.27.65 ANTK Design Bureau named after O.K. Antonov (ANTK) received the task of developing and building the An-22 aircraft (edition 100) in the early 1960s. S. Skripko. The chief designer was V.I. Kabaev. The first aircraft was created at ANTK (KMZ, post office box A-3395). 08/1/1964, signed for operation personally by the General Designer of ANTK. 09/8/1964, lifted into the air by test pilot Yu.V. Kurlin. 02/27/1965 underwent flight tests and was operated at ASTC. Decommissioned in the first half of 1995.

2. 0102 - did not fly, was installed for static tests at ASTC, which ended in the early 80s

3. 0103 The first aircraft produced by TAPO named after. V.P. Chkalova (PO Box 1380), Tashkent. Passed flight tests and was operated by ANTK. In December 1982, he flew from Tyumen to Surgut and back with the left plug in the air intake of 4 SU. In 1998, as a result of an error by the commander of the ship Stepanov, the aircraft landed with a large overload and with a large right roll and pitch angle, followed by vertical separation from the runway. When touching the runway, the lower half of the right fin, the right side of the ramp and flap, and the rear part of the right landing gear fairing were destroyed. The crew decided to go around. After running out of fuel, he made a normal landing. Restored and continued to fly.

4. 0104 Since August 22, 1967, it underwent flight tests at military unit 52526 Chkalovskaya, State Flight Test Center (GLITs). On January 28, 1969, it made its last flight with 567 hours of flight time and 245 landings. Next, the fuselage was tested for strength in a hydraulic bath at the ASTC. The tests were completed in the mid-80s. In 1998, the lower part of the fuselage (14 -36 sp.) was used to repair the An-22 aircraft No. 0509. Other power elements were used to restore the An-22 aircraft No. 0103.

5. 0105 Before being transferred to the unit, he underwent flight tests at the ASTC. 01/25/80 ship commander, Major Yu.A. Zhukov. After take-off at an altitude of 300 meters, the crew noticed the “Fire” sign lighting up, the red fire alarm lamp on the right plane lighting up, the siren going off, and the green readiness lamps of the pyrocaps of the 1st stage of the fire-fighting system going out. The 1st round was discharged into the right plane. During landing approach at a distance of 11 km, the red fire alarm light inside the 3rd engine lights up. The green light of the pie heads of the 1st stage “Inside the engine” goes out (the “Fire” display and the siren did not work). The crew made a normal landing at the base airfield. Reason: hot air entering the SSP-FK sensors and the electrical wiring of the fire alarm system due to the destruction of pipeline 2276111117002 of the SCR system in the center section (pants) and the entry of a foreign key onto the electromagnetic fire hydrant. The plane suffered significant damage in the center section area. Restored after 6 months. 09/03/67 ship commander V.N. Mylnikov. In flight, at the command of the pilot-instructor “Transfer the power supply to the barometric instruments from the “main” wiring to the “backup” one, set the AMP switching valve to an intermediate position instead of the “backup” position, bent the limiting stop of this valve and de-energized the KUS-1200-0K indicators of the commander and navigator from PPD-1. The approach and landing were carried out according to the correct indications of the KUS-1200-0K of the right pilot (instructor). Decommissioned in 1992 after reaching a calendar service life of 25 years with 2587 flight hours and 1422 landings.

6. 0106 Before being transferred to the unit, it underwent flight tests at ASTC. 12/11/78 ship commander Major V.V. Zahodyakin When the plane was landing and the landing gear was extended, the crew felt a strong shaking. The inspection revealed extrusion and destruction of the doors, as well as destruction of the tires of the middle right main landing gear. The crew made a normal landing at the base airfield. Reason: shear of the cone bolts of the valve kinematics lever due to insufficient strength. The second case after the An-22 aircraft No. 0201. 01/26/1980, ship commander Major A.N. Bykov. During the flight at an altitude of 7200 m, the crew noticed a drop in pressure and a decrease in the amount of oil in tank 3 SU. The engine was forcibly turned off and the propellers were feathered using the KFL-37 button. Landed at the Bratsk airfield with 3 running engines. Reason: 8 mm annular crack in the oil supply pipeline from KTA-14MA to AU-12 due to insufficient strength. On March 6, 1987, at the Ukurei airfield, after taxiing to the parking lot, turning off the engines and de-energizing the aircraft, a fire occurred in the engine compartment of the 4th SU. The crew, using a stationary fire extinguishing system 4 SU and portable cylinders, extinguished the fire. Reason: loss of tightness in the seal of the fuel hose of the air separator, which led to fuel entering the hot part of the engine and igniting it. The aircraft was restored by IAS. 04/20/1987 ship commander Major I.M. Abashin During the landing approach after passing the main landing gear, the RP assistant discovered the retracted position of the main landing gear on the plane (the nose gear was in the extended position) and sent the plane into the second circle from a minimum height to the runway concrete of approximately 1.5 m. The crew lowered the landing gear from the main hydraulic system and made a safe landing. The ship's senior onboard technician, Captain Sizaretdinov R.I. did not notice the KFL-37 button popping up, and the crew did not pay attention to the fact that the main landing gear extended position indicator board did not work. The second case of non-release of the landing gear by the crew, written off on September 11, 1993, after reaching a calendar service life of 26 years with 3545 flight hours, 1859 landings.

7. 0107 Before being transferred to the unit, he underwent flight tests at the ASTC. 09/10/1979 ship commander Major V.V. Dyakonov When flying along the route Yakutsk - Polyarny at an altitude of 6000 m, 58 minutes after takeoff, there was a voltage fluctuation from 19 to 31 V and a load from 200 to 5000 A on each generator; manual switching to the backup TsKN-8DV did not lead to voltage stabilization. At this time, the GS-18T generators were switched off due to overvoltage, and the on-board network voltage dropped to 22 V. At the command of the ship commander, the GO16PCh8 generators No. 1 and No. 2 were switched to emergency power; when the connection buttons were pressed, the on-board network did not connect, the TG-60 did not start . The crew lowered the altitude to 2400 m, launched the TA-4FE and TG-60, connected the GS-24 and GT 60PCh8 generators to the on-board network and made a normal landing at the departure airfield. Reason: alternating contact inside the IP-250 fuse powering the flight engineer's gas station switchboard from the CIA. 04/03/1980 ship commander, Lieutenant Colonel Podduvalov Yu.A. After taxiing to the start during the takeoff run, the crew noticed an underestimation of the 2SU performance monitoring parameters (in takeoff mode, pressure ICM-30 kg/cm2, fuel consumption 2600 kg/hour), the crew stopped takeoff and taxied to the parking lot. Reason: failure to install the pressure spring of the KTA-14MA fuel filter when performing work after 100 flight hours, which led to the destruction of the filter housing cover, chips entering the fuel system and clogging of the KTA hydraulic retarder. Guilty: ITS. 08/21/1980 ship commander Major N.F. Borovskikh While taxiing at the Fergana airfield, acting on commands from the control center, the right wing console destroyed the gunner's cockpit on the An-12 aircraft, which was standing close to the taxiway. The wing tip of the An-22 aircraft was damaged. The aircraft was put into operation by the local ARZ.

8. 0108 09318 02/11/1980 ship commander, Major Zhukov Yu.A. During landing, the crew felt the plane sinking. Having increased the engine operating mode and gliding speed to 270-300 km/h, he continued to descend along the glide path of station. board. The technician reported that the flaps were set at 14 degrees. Reason: spontaneous retraction of the flaps from 35 to 14 degrees. due to leakage of the internal cavities of the KG-26 hydraulic lock and wear of the friction discs of the flap hydraulic brake. 04/07/1980 ship commander Major V.V. Dyakonov After landing (propeller 1 SU in the weather vane according to instructions) during the run, when removing the propellers of the internal engines “from the stop”, the plane “steered” to the left of the runway axis. Holding the aircraft within the runway with the help of the rudders and the nose strut TPU, then at a speed of 100 km/h, the ship’s commander switched to manual control of the nose strut and gave the command to remove the propellers of the external engines “from the stop.” Subsequently, the plane could not stay on the runway, rolled onto the ground with deep snow and stopped 150 m before the end of the runway and 10 m to the left. The landing gear fairings and propellers of the 3rd and 4th control systems were damaged. Reason: spontaneous increase in operating mode of control unit 3 to 64 degrees. according to UPES with a tension device KTA-14 MA due to a break in the cable of the engine control system at the point of sealing “on the ball”, due to strong compression and fracture when working “in bending” and tension. 10/5/1989 ship commander Major V.I. Rodionov, Art. board. ship technician captain S.I. Orlik At the Ganja airfield during post-flight preparation, thrust blocks were not installed under the aircraft. At night, due to a drop in pressure in the parking braking system, the plane rolled out along an inclined taxiway, knocked down a light pole, destroyed the central locking column, “taxied” the emergency stop and stopped at the main runway. Total mileage 3 km. On the plane, 2 KT-130 wheels, the landing gear fairing, the I-4/100 antenna and its fairing were damaged. The aircraft was decommissioned in October 1995 after reaching a calendar service life of 26 years with 3843 flight hours, 2328 landings.

9. 0109 09301 10/21/1974, when lowering the aircraft after the “landing gear race” due to uneven lowering of the main lifts, the right lift jumped out of its socket and hit the lower wing panel. The plane received a through hole 400 mm long. Put into operation by hermetic riveting of the bottom panel. Guilt: Head of the TECH detachment, Captain A.Ya. Khvostov, Art. ship technician captain Baytarshinov M.I. 02/17/1976 ship commander, Major V.M. Mylnikov. When taxiing from taxiway 4 to taxiway 6 at the Ivanovo airfield, due to untimely release of the throttle control and the presence of ice at the junction of the taxiway, the plane rolled into deep snow towards ETZ 2 ae and stopped at a distance of 50 m from taxiway 6. After clearing the snow in front of the aircraft, the crew taxied on their engines. The throttle was given before takeoff. Attempts to tow it with tractors failed. The plane suffered damage to the landing gear fairings. 08/11/1979 ship commander, Lieutenant Colonel Yu.A. Podduvalov. When starting the engines at the Yakutsk airfield, a fuel explosion occurred in the left GLASS, followed by a fire in the left GLASS and SCHK-II. Reason: short circuit in the electrical wiring of the ESP-77A pump. The fire was extinguished by the fire brigade of the Yakutsk airfield. The aircraft was put into service in December 1979 by replacing the SChK-II and OCCHK removed from aircraft No. 0110. 03/19/1980, the ship's commander, Major V.V. Zahodyakin. After landing on the run st. board. ship technician captain A.I. Kashitsyn while turning off the ACHHO watch, I accidentally pressed the KFL-37-4SU button at the same time. The propellers entered the weather vane and the engine turned off. The plane rolled out onto the GPB and had no damage. Decommissioned in October 1995 after reaching a calendar service life of 26 years with 4196 flight hours, 2366 landings.

10. 0110 09310 05/26/1977 ship commander, Major K.S. Dobryansky During the flight along the route to SMU in icing conditions, the crew noticed a luminous “halo” in the area of ??the propellers of 1 SU. The current consumption, heating of the propellers and spinners corresponded to the norm. The crew turned off the circuit breaker for the gas station-2 icing network, 1 SU, and the glow stopped. The ship's commander reported the emergency response, left the icing zone, and made a normal landing at the base airfield. Reason: burnout of the heating element of blade No. 1 of the AB-90 rear propeller due to a short circuit inside the heating element, the first time the crew noticed a glowing “halo”. In September 1979, the spectacles and SChK-II and more than 100 units were removed from the aircraft to restore the An-22 aircraft No. 0109. The aircraft stood in a faulty state for about 3 years, it was restored by the Ivanovo ARZ after the manufacture of new spectacles and SCHK- II at the Chkalov TAPO, was flown by an ASTC test pilot. 03.11.1987 ship commander Major N.A. Lelkov When performing a flight to transport cargo at a flight level of 6600 m, after 3 hours 50 minutes of flight, the lights for clogging of fuel filters 1, 4 and 3 of the control system came on. The crew switched to powering the engines from 3 stages. Made a safe landing. Reason: refueling of the aircraft with substandard fuel at the Knevichi airfield, which contains dissolved water and an incomplete addition of PVC liquid “I” (0.2% instead of 0.3%). 07/26/1992 ship commander Major S.I. Malakhov After taking off and retracting the landing gear, the on-board maintenance technician reported smoke and fire in the area of ??20-30 shp. cargo compartment on the floor. The ship's commander reported to the RP and gave the command to extinguish the fire. The fire was extinguished with hand-held fire extinguishers. Reason: ignition of previously spilled oil on the floor of the cargo compartment from a spark that occurred when moving an unsecured metal load. Decommissioned in October 1995 after reaching a calendar service life of 26 years with 3278 flight hours, 1842 landings.

11. 0201 08839 Before being transferred to the unit, he underwent flight tests at military unit 52526 (GLITs). Starting from this aircraft, the aircraft of all subsequent series were equipped with the sighting and navigation computer complex (PNC) "Kupol-22" - General Designer Koblov, inter-aircraft navigation equipment (MSN-22) - Chief Designer Belyakov, developed by the research and production association (NPO "Leninets" ") (PO Box A-7162, Leningrad) and ICAO system equipment for flights on international routes. The operation of radio-electronic systems on An-22 aircraft from the 2nd to 7th series in units began in 1973. All aircraft of the first series were equipped with the equipment of the PNK-1 sighting and navigation system with the Initiative locator (I-4(100) and navigation and computer flight equipment (NVPA). 12/12/1977 ship commander, Major L.N. Kalinin. During landing at the Addis Abbeba airfield, the leaves of the left front main landing gear were squeezed out due to the shear of the cone bolts (the first case). turning 180 degrees on a runway that did not provide a turning radius (runway width - 40 m), the plane taxied to the ground (sand and stopped at an angle of 90 degrees to the runway. The ship's commander added take-off mode, the plane jumped the runway and got stuck in the sand, blocking it for two days. A decision was made at the Government level to liquidate it (burn it). The plane was pulled out of the sand by two T-74 tanks two hours before the deadline, a fine of 9 million dollars was paid, the departure of US congressmen was delayed for two days. The plane suffered significant damage to the landing gear fairings. Restored by the IAS team in 15 days. The industry replaced the cone bolts with reinforced ones. 06/16/1979 ship commander Major L.N. Kalinin When performing the initial inspection st. Lieutenant Malakhov A.S. I discovered that the hatch was not closed - a hatch for inspecting the units behind the rear pillar inside the chassis fairing, and began to close it. The ship's commander, without the command of the senior launch inspection team, began moving to the executive launch. Art. Lieutenant Malakhov A.S. managed to stand on the jumper between the middle and rear landing gear, and at the executive start he jumped out of the niche and ran behind the wing. 03/17/1982 ship commander Major A.A. Loginov When landing at night at the Seshcha airfield with the headlights and spotlights turned off, before leveling off at an altitude of 40 m, the aircraft collided with a flock of birds (gulls). The plane made a safe landing. As a result of the collision, the following were damaged: the toe of the left plane, the propeller fairings and the fronts of the air intakes 1, 2, 3SU, the blades of the 1st stage of the compressor 2 SU (nicks). The aircraft was restored by IAS in 15 days. Decommissioned in October 1995 after reaching a calendar service life of 26 years with 4941 flight hours, 2440 landings.

12. 0202 09302 01.11.75 ship commander Major V.I. Voloshin After lifting off from the runway at an altitude of 1-2 m and a speed of 250 km/h, the crew discovered a flock of birds (seagulls) heading ahead - a maneuver to avoid a collision was impossible. After the RP report, the crew landed at the base airfield. Inspection revealed dents on the front wing and fairing of the propeller 4 SU. The engine has been replaced. 02/14/1977 ship commander, Major P.I. Veryasov. When taxiing from taxiway 4 to taxiway 6 at the Ivanovo airfield, due to untimely release of the throttle control and the presence of ice at the taxiway junction, the plane rolled into deep snow towards ETZ 2 ae and stopped at a distance of 70 m from the axis of taxiway 6. After clearing the snow in front of the aircraft, the crew taxied to taxiway 6 on their engines. The throttle was applied before takeoff. Attempts to tow it with tractors failed. The plane suffered damage to the landing gear fairings. 09.20.1977 ship commander Major N.F. Borovskikh When flying in combat formation “flow of steam” at an altitude of 4050 m, the oil pressure in the engine 1 SU dropped to 2.5 kg/cm2 and the speed of the propellers and turbine decreased to 80%, the engine automatically stopped, the propellers feathered. After the RP report, the aircraft was removed from the combat formation and the crew made a normal landing at the base airfield. Reason: ingress of a napkin (cloth) left by representatives of post office box A-7495 (Kuibyshev) during the development and assembly of the engine according to bulletin No. 404 BDK in the main oil unit. 07/24/1978 ship commander, Major P.I. Veryasov. When performing the launch inspection and transfer of flight personnel, the ship commander, without a senior launch inspection command and a report from the on-board maintenance technician about readiness, began moving to the executive launch. The left door was open, the entrance stepladder was in working position. On-board technician for auxiliary services, warrant officer A.M. Khromov. being outside the plane, when the movement began, he picked up the entrance stepladder and ran next to the plane until the executive takeoff, jumped into the plane and closed the door. 06/19/1982 ship commander Major A.M. Antipov During the flight from Tver to Ivanovo, the radio-transparent fairing with the DISS-3P equipment unit was torn off by the air flow; the crew navigator “did not notice” the loss of the unit due to the operability of the equipment. The absence of a fairing with a block was discovered during a post-flight inspection.

13. 0203 Passed flight tests at ASTC. Operated at ASTC. An AC electrical system was installed with a control system similar to the type of aircraft of the 5-7 series.

14. 0204 09304 03/21/1975 ship commander, Major Stepanov Yu.A. During the flight, near the base airfield, a fire occurred on the wing in the area of ??the 2nd SU. The fire was extinguished by the crew using the 1st fire extinguishing line after the RP report. The cause of the fire was fuel leaking along the mounting flange of the fuel tap block and getting it onto the hot part of the engine. 08/06/1976 ship commander, Major V.P. Cherepanov. When landing at the Conakry airfield, a rough landing was made with a G-force of 3.1, and then landed again with a G-force of 2.6, the aircraft received minor damage to the elements of the landing gear fairings. Reason: change in the approach pattern and poor landing calculation by the ship's commander, as well as crew fatigue. 04.11.1984 ship commander, Lieutenant Colonel Kovalev Yu.M. When flying along the route, the engine throttle was 66 degrees. according to UPES-5, a spontaneous shutdown of the engine 2 SU occurred with automatic feathering of the propellers at the command of the GAF. Before shutting down, the crew noticed a drop in fuel pressure in front of the injectors, fluctuations and a drop in oil pressure in the ICM system to 12.5 kg/cm3. The crew reported the emergency response and made a normal landing at the base airfield. Reason: blockage of the inlet pipe of the booster pump ESP-77A of the 2nd stage of the 2nd SU with a cellophane film left in the tank caisson by representatives of military unit 21697 during mid-term repairs of the aircraft. 06/07/1988 ship commander, Major V.P. Cherepanov. While landing at the Ivanovo airfield, the RP assistant noticed sagging of the right middle main landing gear, which he reported to the RP and the crew. After landing and taxiing to the parking lot, a disconnection of the shock absorber cylinder rod was discovered. The disconnected parts of the shock absorber damaged the jumpers between the front, middle and rear struts, and the flaps of the middle landing gear. Reason: wear of the threads of the shock absorber nut and cylinder due to wear and tear during operation. A similar disconnection of the cylinder rod occurred on An-22 aircraft No. 0305 - left middle in 1982, on aircraft No. 0304 - right middle in 1985. 01/10/1991, ship commander Major Ushakov. During the landing approach and landing gear, the rod was disconnected from the shock absorber cylinder of the main right rear landing gear. The plane made a safe landing. Reason: destruction of the thread on the axle nut due to wear and tear, the second case on this aircraft.

15. 0205 09305 12/19/1970 ship commander, Lieutenant Colonel Skok N.S. While returning from the Dhaka airfield after delivering supplies to the population affected by the natural disaster, at 13:18 there was a disaster at the Panarach airfield. Reason: destruction of propellers 2 SU due to the breakage of blade No. 2 of the front propeller, which led to damage by parts of the destroyed propeller to the aircraft structure, power plant shutdown systems and a fire. The crew launched 3 SU and, seeing the Panarach airfield, the ship's commander decided to land. At an altitude of 1000 m, after turning off the 3rd control system, which was uncontrollable, the plane went into a sharp decline. During alignment, a right roll occurred and the contact occurred in the middle of the runway. The plane hit the building with its right wing, collapsed and burned. The crew and support group of the ITS were killed. Composition of the crew and support group of the ITS: 1. Lieutenant Colonel Skok N.S. – crew commander 2nd Major Odintsov V.V. 3. captain Shandrakov N.V. 4. captain Vasileutsky V.M. - Art. board. ship technician 5. captain Martynov N.A. 6.st. Lieutenant Androshchuk I.E. 7. Lieutenant G.D. Kravtsov 8. Major V.A. Startsev 9.st. Lieutenant Parabin P.F. 10.st. Lieutenant Godonyuk V.T. 11.st. Lieutenant Konanykhin V.G. 12. captain Shelenkov M.M.

16. 0206 09306 07/27/1970 ship commander Major L.N. Khoroshko During a flight on the Lima-Havana route, the AMG-10 leaked from the main hydraulic tank. Art. BT-k ship Mr. Kostrikov A.S. determined the location of the leak in the left chassis fairing and plugged the section of the hydraulic system with the leak by moving it by 180° check valve. The crew made a normal landing. Cause: destruction of the high pressure line pipeline of the left hydraulic system. 01/22/1975 ship commander Yatmanov A.V. When landing at the base airfield, he made an incorrect calculation. The landing was carried out with a flight of 500 m beyond the precision landing strip with a G-force of 2.1 with the left landing gear braked. When turning 180 degrees on the runway. 5 tires of the left main landing gear were destroyed. Reason: crew error. June 1975 ship commander V.I. Solodnikov At the landing in Brazevili there was a heavy downpour and after the run we overshot the taxiway, visibility was poor and the DO technician Reznikov and P.V. Kalinichenko. after taxiing, they approached V.I. Solodnikov. and asked to open the door to help taxi into the parking lot. When taxiing to the parking lot, the door was opened without permission to show the exact location and help when taxiing. Kalinichenko P.V. jumped out of the left door during a left turn, was caught in the flow from the propellers and hit the ground. He died from his injuries. Reason: inconsistency between the actions of the head of the TECH detachment and the ship commander. 10/04/1982 ship commander, Lieutenant Colonel Yu.A. Grigoriev. When landing at night in the leveling area, the plane entered a turbulent layer of air created by a previously landing plane. The landing was carried out with an overload of 2.5, the deviation of the aircraft was from 7 to 11 degrees, the landing speed was 260 km/h. Work completed after a rough landing. Reason: failure to maintain a safe distance during landing. 08/1/1983 ship commander, Major Yu.A. Stepanov. During the flight at an altitude of 4500 m, the crew detected a decrease in the hydraulic mixture from the tank of the right BGS. When the “Privacy Failure” light comes on. BGS" pressure became 110 kg/cm2 and the remaining hydraulic mixture was 6 liters, the NS-39 operation alarm light came on at a pressure of 70 kg/cm2. After the hydraulic accumulators were discharged, the pressure dropped abruptly to 0. The crew reported to the control point, stopped the mission and landed at the base airfield.

Reason: annular crack in the pipeline for draining the hydraulic mixture from the throttle grids due to deformation of the pipeline during installation at the plant. 11/25/1986 ship commander Major V.A. Smirnov During takeoff, at the beginning of the takeoff roll, a right bank appeared and the plane deviated to the right by 10 m from the runway axis. After 15 sec. from the moment of take-off, the ship's commander stopped taking off at a speed of 106 km/h (the speed was less than the decision-making speed). Reason: the ship's commander at the executive launch line did not turn on the takeoff and landing control of the nose gear, and did not check that the TPU was turned on. On 12/21/1992, in the absence of a crew on the plane at the Ivanovo airfield, the driver of the TZ-22 tanker on icy TWY 6 developed high speed, mixed up the aircraft numbers (instead of 09336 he went to 09306), lost control and collided with the rear part of the left fairing with the tractor cabin chassis. The aircraft was restored by IAS. Reason: lack of discipline of the TZ-22 driver.

17. 0207 09303 07/18/1970 ship commander, Major Boyarintsev A.Ya. When flying from Keflavik airfield (Iceland) to Halifax (Canada) with a cargo of humanitarian aid for the residents of Peru after the earthquake on June 22, 1970 at 17:47 (47 minutes after takeoff), communication with the crew stopped. The crew and support group of the ITS were killed. Reason: not established. Composition of the crew and ITS group: 1. Major Boyarintsev A.Ya. – ship commander 2. Major Ageev E.A. – ship commander (reserve) 3rd Major Muratov V.A. 4. Art. Lieutenant Chelizov G.E. 5. captain of the m/s Zakharov Yu.K. – senior onboard technician of the ship 6. ml. Lieutenant m/s Elkin V.M. 7. Art. Lieutenant m/s Khokhlov Yu.G. – senior flight technician for JSC 8. major engineer Andianov V.A. 9. captain of the m/s Bobakov G.B. 10. Major t/s Bulgakov G.P. 11. Art. Lieutenant m/s Sanochkin F.S. 12. captain-engineer Sautin E.T. 13. art. Lieutenant m/s Sivakov Yu.G. 14. art. Lieutenant m/s Izosimov V.G. 15. s/s sergeant Vakaev I.M.

18. 0208 09325 12/16/1971, while towing the aircraft to its parking lot, the left plane of the aircraft collided with the right plane of the An-22 aircraft No. 0301. As a result, the ends of the left and right consoles were damaged. Reason: failure to comply with safety measures when towing an aircraft. The deputy supervised the towing. IAS commander Captain D.V. Kalchenko, who was removed from his post and sent to another unit. The first case of aircraft damage. 05/09/1974 ship commander Major M.P. Protsenko During the engine run, the fairings of the hub of the front propeller 2 SU were torn off. Parts of the fairing damaged the fuselage skin and the left landing gear fairing in 6 places, with holes up to 400 mm long. The aircraft was restored by riveting the damaged areas and replacing the toe of the landing gear fairing.

Reason: deterioration of DZUS locks, incomplete closure of the ring lock Art. those. according to SU by Lieutenant Antonov E.M. 05/07/1981 ship commander Major V.E. Mikhailovsky After 5 min. after the engines were turned off, a fire broke out in the area of ??30 shp. (left side) the fire was extinguished with a hand-held fire extinguisher. As a result of the fire, more than 500 electrical units were damaged. wires Downtime - 6 months, restored by IAS personnel.

Reason: short circuit in the on-board socket 30 sp. (left side), failure to perform targeted inspections Art. board. JSC technician captain A.P. Verkhozin 03/10/1990 ship commander Major L.A. Matyukhov, instructor Major Loginov. After 4 hours of flight, the crew felt the plane roll to the right. The ship's commander turned off the SAU-1TK, the roll was not eliminated, they switched to servo control - controllability deteriorated. We switched to booster control and made a normal air landing. Pumping station. Reason: cut of finger 225741061000 of the left aileron servo control. 19. 0209 09334 Leader aircraft. 06/21/1974 ship commander Major V.I. Vilyansky When landing on the air. Ivanovo made a rough landing with a G-force of 3.2, separation and subsequent touch-down with a G-force of 2.4 with the braked wheels of the main struts. When taxiing from the runway, 8 tire tires of the main landing gear wheels were destroyed. The aircraft received significant damage to the power and fastening elements of the landing gear fairings. Work was completed after a rough landing and restored by the IAS unit. Reason: pilot error. The first rough landing on an An-22 aircraft. In August 1977, during the landing of Airborne Forces personnel, due to the disconnection of the tip (ear) of the curvilinear rocker of the left entrance door, minor damage to the door skin and elements occurred. The door was not torn out by accident; the plane landed at the base airfield.

In November 1977, when taxiing from the runway after landing on a turn, the nose of the fuselage sank and the control of the nose landing gear failed due to the destruction of the strut link. The plane received minor damage. Failure of a link during takeoff or landing could have significant consequences. The case of link failure was isolated. 03/11/1985 ship commander, Major P.I. Veryasov. When flying along the route in horizontal flight, 3 hours 45 minutes after takeoff at an altitude of 600 m, speed 400 km/h, throttle thrust of external engines 50 degrees. According to UPES, the engine was turned off with automatic feathering of propellers 4 SU. Engine parameters PCM pressure = 25 kg/cm2, fuel pressure 42 kg/cm2, oil pressure 3.8 kg/cm2, turbine speed 83.5%, gas temperature behind the turbine 300 degrees, oil temperature 55 degrees. corresponded to the parameters of the other control systems. Fuel production was carried out from 3 stages. The remaining fuel was 20 tons. The plane made a normal landing at the base airfield. While taxiing, engine 3 SU with automatic feathering of the propellers switched off spontaneously. When examining the fuel sludge from the filter block and the non-drained residue of the tank caissons, a liquid-phase residue was detected. Reason: clogging of KTA fuel filters and fuel injectors with liquid-phase sediment, which led to flame failure. Switching off engines in flight for this reason was widespread on An-22 aircraft. 03/13/1987 ship commander Major V.A. Smirnov When landing without searchlights at the high-altitude Addis Ababa airfield at night in conditions of thunderstorm activity and rain, after a rough landing, the shock absorber of the left middle main landing gear was destroyed. The aircraft received significant damage to the left landing gear fairing and the left wing console. SOC analysis showed that the landing was performed at a speed of 265 km/h, with a load factor of 2.35 at three points, followed by two touches with a load factor of 1.5 and 1.8, respectively. Reason: error of the ship's commander. The aircraft was repaired by the IAS brigade for transportation to the base. Repairs were carried out at the base, painting was carried out and the plane was handed over to the Monino museum - 09/30/1987

20. 0210 09346 05/17/1971 ship commander Major G.Ya. Gorodilov During the flight along the route at an altitude of 1800 m, the engine 3 SU spontaneously switched off with automatic feathering of the propellers. The engine parameters before shutdown corresponded to the parameters of the other control systems. The ship's commander reported the RP, stopped the mission and landed at the base airfield. Reason: blockage of the inlet channel of the ESP pump - 77A of the 2nd stage of the 3rd SU with a sweatshirt left in the tank caisson during production at post office A - 1380. On April 6, 1974, when performing 200 hour-long routine maintenance, the right flap broke. Art. equipment of the aircraft maintenance group Art. lieutenants Medvedev V.M. and Dobroblyansky V.D. Without coordinating with anyone during the lunch break, we decided to lower the flaps to inspect the transmission. No one was contacted, the release of the flaps was not controlled, as a result, the right flap rested against the side stepladder railing and received a hole 400 mm long. Reason: lack of discipline Art. lieutenants Medvedev V.M. and Dobroblyansky V.D. 05/11/1982 ship commander Major A.A. Loginov When flying around the aircraft after replacing engines 1 and 4 SU during takeoff at a speed of 220 km/h, the ICM pressure of engine 4 SU dropped to 34 kg/cm2 with a decrease in fuel consumption to 2500 kg/h. In flight in a circle, the data of 4 control systems were underestimated compared to 1 control system: PCM pressure by 3.5 kg/cm2, fuel pressure by 8 kg/cm2, exhaust gas temperatures by 40 degrees, fuel consumption by 50 kg/hour. The flight was terminated, the plane made a normal landing and taxied to the parking lot. Reason: failure of the corrector lever system unit, which works to reduce the flow area of ??the throttle valve in the axial displacement of the KTA-14MA. 12/25/1986 ship commander Major G.V. Perepechaev When changing the operating mode of the engines in flight at an altitude of 8000 m, the control lever 2 of the control unit jammed. The crew turned off the engine and feathered the propellers. After the report, the RP landed at the base airfield. The throttle jammed during flight and occurred during the second flight. Reason: jamming of the cable wiring in the engine nacelle of 2 SU with the wing straightened, which was not clarified after the first jamming by IAS personnel. 01/13/1989 ship commander Major V.A. Rodivilov In horizontal flight at an altitude of 7200 m behind the clouds at a speed of 400 km/h, the crew felt the aircraft shaking. The crew checked the operating parameters of the aircraft systems and engines, and the condition of the aircraft. There were no comments. After landing, the crew discovered that the left entrance door to the cargo compartment was missing. Reason: violation of the technology for performing adjustment work when installing the left entrance door on ARZ military unit 21697, which led to the destruction of the bolts securing the door hinge brackets in flight and its loss. 02/20/1992 ship commander, Lieutenant Colonel Cherepushkin Yu.K. After landing on the runway 800 m from the end, the plane rolled out of the runway into the snow at 40 m, the plane had no damage. After clearing the snow, the plane taxied under its own power to the main runway and taxied to the parking lot. Reason: pilot error in calculating the landing approach.

21. 0301 09308 09.20.1979 ship commander, Lieutenant Colonel A.V. Mitchenko During the takeoff run, the crew felt a tendency to evade the aircraft to the right and a slight shaking of the right landing gear. The crew stopped the takeoff; inspection revealed the destruction of 6 tires on the right landing gear. The aircraft received significant damage to the right landing gear fairing and was repaired by the IAS unit. The industry has issued a bulletin on replacing springs on all AN-22A aircraft. Reason: destruction of the return spring of the compression kinematics of the UG-22/2 valve of the right landing gear support. 12/27/1979 ship commander Major V.P. Gavrilov In flight at an altitude of 5000 m, a decrease in the hydraulic mixture from the main system hydraulic tank to 40 liters was detected. An air-hydraulic emulsion formed in the cargo compartment. Destruction of the pipeline was discovered in the area of ??38-39 sp. in the left chassis niche. During the flight, the malfunction was corrected by installing plugs. At the off-base airfield, a hydraulic hose was installed instead of a pipeline. Reason: insufficient strength of the pipeline. 08/11/1987 ship commander Major A.A. Loginov After take-off from the Boryspil airfield, in the process of gaining a given flight level in breaks in stratocumulus clouds at an altitude of 1800 m (speed 400 km/h), an electrical discharge occurred in the aircraft, which caused significant damage to it (91 rivets were cut off, F-1 lightning arrestor, cracking of the blister in the crew cabin, the antenna of the radio station R-862 has been corrected). Restored by the IAS unit. Reason: a lightning strike hit the plane. 04/18/1990 ship commander Major A.A. Loginov During the initial inspection at the base airfield, an intense fuel leak was discovered from under the hood of the 3rd SU. The plane was returned to the parking lot. An inspection revealed a fuel leak at the fitting of the agr fuel pump. 890 M. Reason: violation of the integrity of the threaded connection of the pump outlet fitting. 08/15/1989 ship commander Major A.A. Loginov At the Aden intermediate airfield, a hurricane wind of more than 30 m/sec rose at night. In the morning, during inspection, the crew discovered that the clamps of the left wing console were missing (torn off by the wind) and two aileron control rods in booster mode were deformed. The plane was restored by replacing rods. Previously, similar damage occurred on An-22 aircraft No. 0408, 0410. Reason: failure to install aileron locking clamps by the crew.

12/24/1993 ship commander Major K.M. Svistunenko A hurricane wind (more than 21 m/sec) arose at the Yelizovo airfield at night. During the pre-flight inspection, the absence of the left aileron root clamp, the destruction of the aileron booster control rod, and the destruction of the left wing tip were discovered. Second incident on this plane. Reason: destruction of the shock absorber hook of the clamp as a result of prolonged use. The aircraft was put into service by replacing the thrust and repairing the tip.

22. 0302 09315 02/26/1974 ship commander Major G.V. Perepechaev When taxiing at the Tashkent-Vostochny airfield on narrow taxiways, when turning 90 degrees. to the right, the plane slid with its right trolley onto the ground and got stuck with all 3 main struts in the viscous soil. An attempt to taxi the throttle dacha onto the ground was unsuccessful. The plane was lifted by alternately removing the main landing gear, placing plates with the subsequent release of the struts, and then the plane was towed to the taxiway by tractors. The plane has no damage. Reason: commander's error in making the turn. 05/25/1980 ship commander Colonel I.K. Pavlyuchonok When climbing 4900 m at a temperature of 2° before starting a turn when cleaning the throttle from 105 degrees. up to 90 degrees according to UPES and again at the dacha up to 105 degrees. there was a spontaneous shutdown of the engine 3 SU, automatic feathering of the propellers with a sign of surging. The commander reported to the RP and landed. Reason: the presence on the blades of the straightening apparatus and the 1st stage of the compressor of a large uneven layer of soot and dirt from the ingress of MN - 7.5U oil into the engine inlet tract due to leakage of the rear rotor shaft housing due to wear of the rubber seal of the KVZV cover.

23. 0303 09321 01.11.1975 ship commander Major V.I. Solodovnikov When performing a control flight after completing a set of modifications in Tashkent in horizontal flight at an altitude of 8000 m and a speed of 400 km/h in the absence of pressurization of the F-2, a sharp jerk of the aircraft occurred and strong shaking occurred. After this, a report was received from Art. board. equipment for subsidiaries, which tore out the cargo hatch ramp, the open ramp position indicator on the “hatch position” alarm panels lit up. At the command of the commander, the landing gear was lowered at a speed of 390 km/h - the shaking decreased. The crew landed at the Tashkent airfield. Reason: incomplete closing of the ramp locks in the presence of a light signaling the closed position and the coincidence of marks on the control rods of the ramp locks and the casing. 09/13/1979 ship commander Major V.I. Solodovnikov When landing after passing the BPRM, the commander saw that the landing permission/prohibition lights were not lit. Without reporting to the RP, he made an illiterate decision to land, diverted his attention to searching for the beginning of the runway, passed the runway threshold at an altitude of 8 m and, seeing a zebra crossing, lost control of the altitude. I incorrectly determined the distance to the ground and landed at an increased vertical speed of 3 points with a preload of 2.8. The plane received minor damage. Work completed after a rough landing. Reason: commander error. 01/24/1991 ship commander Major V.A. Potapov When taxiing from the parking lot, the aircraft personnel standing nearby noticed a clamp installed on the right aileron. At the command of the personnel, the plane was stopped and the clamp was removed. Reason: violation of technological discipline by flight and technical personnel.

24. 0304 09323 07/31/71 Ship commander Major A.S. Gryzin. When taxiing to the air. In Novoalekseevka, the plane ran into a radio mast while making a right turn. The mast broke, when it fell, the upper part of the mast pierced the top panel of the SCHK-2, in addition, the toe of the SCHK was damaged. Reason: error by the ship's commander during taxiing. The aircraft was restored within 15 days by IAS personnel. In August 1977, during a flight, the crew discovered a glow (halo) in the area of ????the AB-90 1 SU due to the burnout of the heating element of the blade. Having turned off the heating of the propellers, the crew landed at the base airfield. The first time the crew detected a glow in the area of ??the propellers. The plane was restored by replacing the propeller. 06/13/83 ship commander Major A.S. Gryzin. On takeoff at an altitude of 100 m after turning on the toggle switches “ON self-propelled gun main. - double.” the “Height-main” channel was connected and the aircraft was diving. The commander promptly turned off the self-propelled guns by pressing the “Open” button. Self-propelled gun" at the helm, in manual control mode, parried the "Peck" of the aircraft. Reason: in the previous flight, after the commander of the ship turned off the self-propelled guns according to the instructions, the lamp was the “Altitude-Main” button. remained pressed due to its mashing in the glass on the SAU-1TK remote control. 09/08/86 ship commander Major I.M. Abashin, instructor-pilot Lieutenant Colonel V.V. Steering When taxiing to the air. The pumping station along taxiway 4 damaged the wingtip due to it touching the radio mast guy wire and, without carrying out the initial inspection before takeoff, it flew to the base airfield. The guy wire remained on the wing, sandwiched between the aileron and the tip. The aircraft suffered minor deformation of the end parts of the servo rudder and aileron. Reason: pilot error during taxiing, failure of the crew to fulfill functional duties upon departure from the base airfield. 09.10.87 ship commander Major V.I. Voloshin. After takeoff from the intermediate airfield of Krasnodar, while gaining a given flight level at an altitude of 1200 m in the nimbostratus clouds, an electrostatic discharge occurred in the aircraft, which caused a failure of the VHF radio station and spot melting on the surface of the R-862 antenna No. 1. Reason: incorrect weather forecast.

25. 0305 09330 Leader aircraft. 06/21/72 ship commander Major E.V. Kuzmin. During takeoff, in the first half of the takeoff run, the cover of the rescue ladder container was torn off and the rescue ladder fell out into the air flow, which led to damage to the left fin and the casing of the landing gear fairing. The plane stopped taking off and taxied to the parking lot. Restored by the IAS unit. Reason: incomplete closure of the container lid lock Art. board. technician for DO Art. Lieutenant I.A. Usov. In October 1977, after a landing on the run, the right booster hydraulic system failed due to the destruction of the fluoroplastic hose of the high pressure pump 435 F 2 SU and leakage of AMG-10 fluid from the tank. Reason: destruction of the gasket rubber and rubbing of the metal braid of the sleeve with a steel flange clamp. This was the first case of a booster hydraulic system failure that did not lead to significant consequences. A similar malfunction occurred on planes Nos. 0502 and 0603. On 11/22/84, the ship’s commander, Major L.N. Kalinin. After landing on the air. Ivanovo, the commander ignored the instructions of the RP, taxied onto the snow-covered taxiway number at an angle of up to 90 degrees. and went 30 m away from the axis, destroyed the weather service booth and stopped at RD 5. Damage: minor damage to the landing gear fairing, IAS parts restored. Reason: indiscipline of the ship's commander. 07/11/83 ship commander Major V.E. Mikhailovsky. During a flyby after replacing the engine of the 4th control system in climb, lower parameters were found compared to other control systems (PCM pressure by 8 kg/cm2, exhaust gas temperatures by 80 degrees, fuel consumption by 80 kg/h). During the descent, the crew turned off the engine and feathered the propellers of the 4th control system. He reported to the RP and landed at the base airfield. Reason: incorrect operation of the KTA-14 MA barocorrector due to blockage of the channels of the full pressure receivers with a compressed mass of sand, clay and dirt.

26. 0306 09336 03/02/73 ship commander Major M.P. Protsenko. When preparing to take off from a snow-covered unpaved runway, the ship's commander put the aircraft on the parking brake. After the engines were loaded to 38% according to UPES, the plane began its takeoff run with the wheels braked. The commander continued to gain speed and take off, not noticing anything, and then landed without removing the plane from the parking brake. As a result, all 12 pneumatics of the main landing gear wheels failed, and the power elements in the landing gear fairings were damaged. The IAS unit has been restored. Reason: error of the crew commander and lack of mutual control in the crew. 01/12/76 ship commander Major V.A. Smirnov. When landing on the air. Conakry suffered a rough landing with a G-force of 3.0. Associated circumstances: the weather conditions were supposed to be simple but turned out to be difficult. The crew spent 16 hours in the air in 21 hours of total time. Work completed after a rough landing. Downtime 11 days. Reason: error of the ship's commander. 01/21/78 ship commander Major V.A. Smirnov. When taking off from an air. Peaceful, at night, in conditions of low temperatures - 48 degrees. After a long stay of 8 hours, the ship's commander noticed that the aircraft was deviating to the left from the runway axis, using the VPU and the brakes on the main landing gear wheels had no effect. At a speed of 150 mph, the commander stopped the takeoff. The plane rolled out first to the right for 5 m and then to the left for 10 m, taxiing to 3 runway lights. Reason: low coefficient of friction with the runway, the effect of low temperatures on the elastic properties of the landing gear wheels. 07/21/88 ship commander Major V.P. Cherepanov. The crew took the executive start on the runway (60m wide) air. Severomorsk turn left 180 degrees. When the operating mode of the 4th control system was increased to 40 degrees, the UPES air flow from the launch pad (located close to the runway) lifted loose metal gratings, which damaged the windshield and the end of the left fin. Similar damage occurred on the An-22 aircraft No. 0608 on June 20, 1985. Reason: crew error during taxiing, failure to take into account information on previous cases. 06/09/89 ship commander Major V.P. Cherepanov. After landing on the air. Ain-User, at the command of the ship commander, to report on readiness to turn off the engines, senior air radio operator Warrant Officer V.D. Danilov turned off the batteries instead of the GS-18 generators, which subsequently led to the loss of power to the aircraft. The commander, without waiting for the report on the readiness of the station. board. equipment according to JSC and art. air radio operator to turn off, gave the command to turn off the engines. After turning off the engines, the radio operator determined his mistake and connected the batteries to the on-board network without reporting this to the ship’s commander. The commander and crew did not check the parameters of the switched off engines. Following a command from the ground, the crew identified a fuel fire and an increase in temperature and applied the fire extinguishing system. All four engines were disabled. Reason: error of the crew and, first of all, the senior on-board radio operator. Decommissioned October 1995

27. 0307 09313 07.07.77 ship commander Major M.P. Protsenko tried to taxi for the flight after replacing the engine of 1 SU with the safety cables not removed from the planes. The aircraft was returned to the parking lot by the launch inspection team. Senior starting inspection st. Lieutenant A.S. Malakhov. Reason: failure of the technical crew to fulfill their functional duties during pre-flight preparation. Culprit: airframe and landing gear technician Warrant Officer G.N. Bykov. 05.25.80 ship commander Major G.V. Perepechaev. When landing at the Kabul airfield, it landed with a large left bank, the plane separated from the runway and landed with a right bank. The crew applied braking at high speed while the aircraft was running along the runway, which led to the destruction of 8 tires of the main landing gear wheels and damage to the power elements of the landing gear. The IAS unit has been restored. Reason: error by the crew commander in calculating the landing. 02/05/82 ship commander Lieutenant Colonel V. Gavrilov. On the run of the station. board. The ship's technician reported: “The pressure in the hydraulic system dropped to 160 kg/cm2.” Art. board. The AO technician reported that the hydraulic mixture was rapidly decreasing from the tank and that there was 40 liters left in the tank. The ship's commander applied emergency braking and, taxiing from the runway to taxiway 2, turned off the engines. On the ground, an AMG-10 leak was discovered along the lower fuselage skin. Reason: destruction of the nipple of the main hydraulic system discharge line behind the hydraulic accumulator. According to the results of research in military unit 75360, such nipples are no longer used on the An-22 aircraft. In May 1988, the ship's commander, Major M.P. Protsenko, Art. board. engineer captain I.S. Zarubin. When landing at the base airfield after performing special task did not release the landing gear. At the command of the regiment commander, Colonel A. Mikhailov, who arrived at the meeting and was at the control post, the plane was sent for a repeat approach from 25 - 30 m from the ground. Alleged reason: fatigue and inattention of the crew - the first case of the crew not releasing the landing gear, which did not accidentally end in serious consequences.

28. 0308 09316 07/05/72, when the NK-12MA engine was turned off during pre-flight preparation, due to a failure of the electrical engine control system, the temperature of the gases behind the engine turbine increased to 615 degrees. C. Due to melting of the turbine blades, the engine was taken out of service. This was the first time there was an engine fire. The cause of the fire was determined in the arbitration court (the only case during the period of operation of An-22 aircraft in units). The culprit was identified as post office box A-7495 (Samara), an engine manufacturer. 06/03/75 ship commander Major N.N. Pavlovsky. On takeoff from the Almaty airfield, accompanied by an IAP maneuver, it took off with a take-off weight of 250 tons (50 cargo and 75 tons of fuel). The plane lifted off the last slabs of the runway and climbed in a straight line. Reason: refueling of the aircraft due to the indiscipline of the crew members, expressed in the desire to have 2 - 3 tons in reserve. 05/24/84, after 40 minutes of flight at H = 2500 m, due to the destruction of the sealing ring installed under the cone of the fuel supply fitting to the KTA - 14MA, the crew noticed an intense drop in pressure and instantaneous fuel consumption by 4 SU. The appearance of a fuel plume behind the engine nacelle of the 4th SU was visually detected. The crew turned off the engine with feathering propellers and landed at the base airfield. The failure did not accidentally cause a fire in the engine. Similar cases occurred on other An-22 aircraft. The industry issued a bulletin on all NK-12MA engines to check whether the diameter of the fitting corresponds to the diameter of the hole on the KTA-14MA body. 03/16/88 crew commander Major V.A. Radivilov. When climbing to an altitude of more than 3000 m, the crew noticed an increase in the pressure drop in the cockpit above 0.4. An attempt to do anything to correct the malfunction in the air was unsuccessful. The ship's commander reported the RP, stopped the flight mission and landed at the base airfield. Reason: destruction of the membrane of the exhaust valve 2270BT of the ARD system.

29. 0309 09322 04/07/88 ship commander, Major Yu.A. Antipov. During the flight at H=3000 m, a destruction (explosion) of the internal tire of the middle strut of the left main landing gear occurred, which the crew felt as a dull blow to the aircraft. The destruction was discovered by inspection through the hatches. The aircraft's performance has not been affected. The ship's commander reported to the RP, stopped the mission and landed at the base airfield. After landing, damage to structural elements of the aircraft was discovered. Reason: violation of the integrity of the pneumatic tire of the wheel (deep cut) during steering and destruction of the tire at height due to the pressure difference. 08/15/88 ship commander Major K.M. Svistunov, instructor Colonel Yu.A. Grigoriev. After switching off according to instructions and feathering the propellers 1 SU st. The ship's b/t-c turned off the stop valve of the 4th SU, realized his mistake, reported to the ship's commander and, at his command, started the 4th SU engine in the air. The flight on internal engines lasted 5 minutes, the plane landed at the base airfield. Reason: Art. error. board. ship technology A.S. Malakhov, failure to complete pre-flight and preliminary training with the crew.

30. 09310 09326 09/02/92 ship commander Major Yu.N. Georgiev. After landing on the air. Gudauta, during taxiing, the plane's left plane collided with 3 lighting poles of the central heating plant. During the taxiing process, the ship's commander diverted his attention to the taxiing of the aircraft standing on the right; he did not respond to the commands of the accompanying emergency control unit of the local unit. The plane received significant damage to the left plane in the area of ??the OC. Restored in 1995 by the IAS unit and personnel of the 308 ARZ. Reason: poor crew discretion.

31. 0401 07/12/82 ship commander Major N.A. Kostyashov, in flight at an altitude of 1200 m near the city of Bryansk, the plane fell into a hail zone. The fairing of the KP-2 was broken, all the wing and tail fins, the honeycomb of the SU oil coolers were damaged, the engine 2 of the SU with automatic feathering of the propellers spontaneously switched off. The ship's commander reported to the RP, stopped the mission and landed at the Seshcha base airfield. Reason: poor-quality weather forecast. The plane, with special permission from the ASTC, flew to Ivanovo. Restored at ARZ.

32. 0402 09333 09/13/84 when performing a flight from the air. Due to a break in the fuel supply fitting from the high pressure pump to the KTA-14MA at an altitude of 3600 m after 1 hour. 30 min. During the flight, propeller 3 SU was automatically feathered. The crew landed safely at the base airfield. The failure did not accidentally cause a fire in the power plant.

33. 0403 09335 06/07/76 ship commander Major V.P. Gavrilenko, when dissolving the battle formation, the navigator misinterpreted the “flow of steam” as a change in course from the leader and passed the corresponding command to the ship’s commander. The turn was made in the opposite direction compared to the other aircraft. As a result, the “direct” assistant commander, Captain K.M. Tonkov saw a plane on a collision course. Captain Tonkov abruptly took the helm, the plane “jumped over” the oncoming plane, and then went under the blossoming stream. The plane made a normal landing at the airport. Ivanovo. Reason: blind trust of the ship's commander in the commands given by the navigator. 01/13/88 ship commander Major V.P. Shevirev. When taxiing to the air. Chernyakhovsk from the icy parking lot damaged the corner of a nearby building with the tip of the right wing. The corner of the building collapsed. The tip (removable part) of the right wing on the plane was torn off. The crew isolated the outgoing electricity. wires and flew on the route Chernyakhovsk-Ivanovo. Restored on the basis of the IAS unit. Reason: error by the ship's commander when performing a small-radius turn in an icy parking lot.

34. 0404 Before being transferred to the unit, he underwent flight tests in military unit 52526 (GLITs). A number of world records were set on this aircraft by M.N. Popovich and other crews. 06/13/77 ship commander Lieutenant Colonel M.N. Popovich. When landing on air. Chkalovsky there was a rough landing with 3 compartments with an overload of 3.9; 2.4; 1.8; 1.6 respectively. The aircraft received significant damage to the fuselage, landing gear fairings, and wings. All equipment failed. The restoration of the aircraft lasted more than 2 years at the manufacturing plant, post office box 1380 in Tashkent. Ferrying the plane from the air. Chkalovsky on air. Tashkent was carried out by the chief pilot of the ASTC test pilot Hero of the Soviet Union Yu.P. Kurlin. Reason: error by the ship's commander in calculating the landing and illiterate actions in correcting it.

35. 0405 06/08/77 ship commander Major A.N.Stenyaev. When taking off from an air. While on the takeoff roll after reaching takeoff speed (260 km/h), the plane did not separate from the ground. The commander stopped the takeoff at a speed of 280 km/h at the end of the runway, set the throttle to “ground low”, removed the propellers “from the stop” and applied the brakes of the landing gear wheels, which turned out to be ineffective due to the high speed of the aircraft with a take-off weight of 190 t. The plane rolled off the runway, the end safety strip, and at a distance of 810 m from the end of the runway, heading towards the embankment of the Bryansk-Smolensk highway, it collapsed and partially burned. While moving, the ship's commander turned the plane away from the SKP building and the lighting poles. After the plane was destroyed, the crew abandoned the plane. Reason: the crew took off with the elevators locked and there was a light signal on the pilots’ dashboard “the rudders were unlocked”; false alarms were triggered when the engine and aileron control levers were unlocked. This happened due to a malfunction of the limit microswitch DP-702 of the alarm system, due to the design imperfection of the elevator locking system on An-22 aircraft (up to the 5th series).

36. 0406 03/16/69 ship commander Major V.V. Mokrenchuk. When performing special assignments in 8 hours. 15 minutes. During the flight, the warning lamp for removing the front propeller of the AB-90 came on, and the oil from the oil tanks began to sharply decrease. The crew feathered the propellers from the KFL-37 button. Reason: incorrect installation of the pneumatic cylinder with the air distributor of the shut-off valve for supplying hot air for heating engine components, which led to the supply of hot air, burning and destruction of hoses and hoses of the oil system in the area of ??the oil tank when the “engine heating” switch was off. Guilt of ITS. On August 27, 1981, the ship’s commander, Captain V. Alyaev, landed at the airport. Kalinin with a flight of 300 m beyond the precision landing strip with repeated separation and subsequent landing at a distance of 1200-1300 m from the start of the runway. Subsequently, the crew acted incompetently during the run, resulting in an uncontrollable aircraft at an angle of 30 degrees. towards the runway axis rolled out onto the ground and received significant damage. The crew was returning from a training flight to the Zapad-81 exercise; a MAZ-537 tractor was loaded on board. Reason: error by the crew commander in calculating the landing in the emergency control system (heavy rain), illiterate actions when braking the aircraft on a wet runway (“planing” of the aircraft). The aircraft was restored by IAS personnel in 12 days.

37. 0407 09324 04/21/88 ship commander, Lieutenant Colonel I.M. Abashin. After takeoff, special tasks must be carried out. tasks when cleaning the landing gear st. the on-board technician for the JSC noticed a sharp decrease in the AMG-10 hydraulic mixture from the tank of the main hydraulic system, which he reported to the ship’s commander. The ship's commander gave the command to stop cleaning and lower the landing gear, reported to the RP and landed at the Ivanovo departure airfield. The remaining hydraulic mixture in the hydraulic tank was 30 liters. An inspection on the ground revealed leaks from the AMG-10 and a tear in the technological plug for the nose landing gear brake. Reason: poor-quality installation of the plug on ARZ military unit 21697, which led to the plug being torn out during the process of cleaning and braking the wheels of the nose strut.

38. 0408 09331 09.26.74 ship commander Major V.V. Dyakonov. When performing special air assignments Keflavik, in the absence of the crew at night, the aileron control system was damaged by hurricane winds, the rods were broken and deformed. V.V. Dyakonov says: “There was a strong wind of more than 25 km/h and before leveling off the plane tilted and swayed heavily. We didn’t pay attention, we thought it was a gust of wind. It happened at night. We locked the plane and went to the hotel, and early in the morning during preparations, and it was still dark, senior technician Sidorov (we were still taking part of the technical staff on board at that time) drew attention to the fact that both ailerons were lowered. We would have taken off like that if it weren’t for Sidorov.” During the restoration, 70 units and parts were replaced. Based on this failure, clamps were introduced on the ailerons, which must be installed by personnel when the aircraft was parked. 10.26.88 ship commander Major V.N. Lukyanov. Taxiing along the snow-covered alternate taxiway 6 air. Ivanovo was produced at an unacceptably high speed (up to 50 km/h). When performing a left turn, due to the high speed of the aircraft, taxiway 4 did not fit into it. The ship's commander showed confusion, applied effective braking only 40-50 m ahead, illiterately used the main braking system, and did not use the emergency braking system. The plane descended on the right side onto snow-covered ground. Due to the slope of the ground, the skid shifted to the right. With propellers 3 and 4, the SU collided with the VAI house (which collapsed) and stopped. The plane's engines and propellers 3 and 4 were disabled; the wing and right landing gear fairing had minor damage. The IAS unit has been restored. Reason: error of the ship's commander. 01/18/89 ship commander Major V.K. Zhdanov. After 2 hours and 10 minutes of flight, the plane spontaneously began to roll to the right, and shaking appeared. The ship's commander vigorously deflected the steering wheel along the ailerons to the left and eliminated the resulting roll to 45 degrees. The crew turned off the power to the self-propelled guns, reported to the RP, and stopped completing the mission. Subsequently, the plane repeatedly rolled to the right up to 20-30 degrees, maintaining controllability. The landing was carried out in boost control mode with the flaps retracted - the aircraft had no damage. Reason: presence of ice and snow on the wing of the aircraft. 01/19/94 ship commander A.Ya. Credin. After takeoff and making the first right turn to the airport. Tver at 11:17 a.m. a plane crash occurred. Five crew members and one passenger were killed; Major A.V. survived. Nikolaychik, st. on-board technician Major A.V. Yurovskikh and passenger. Reason: according to the commission's conclusion, the failure of the aileron control system was the destruction of the aileron control rod in booster mode. Crew composition: 1. Ship commander, Major A.Ya. Kredin 2. Ship navigator Captain A.A. Tikhonov 3. Instructor pilot Major A.V. Nikolaychik 4. Flight engineer of the ship, Major A.G. Tkachuk 5. Art. JSC on-board technician Major A.V. Yurovskikh 6. St. On-board auxiliary technician Captain A.B. Romanov 7. Art. air radio operator warrant officer G.V. Gavrilov 8. Passenger Major A.P. Pristensky

39. 0409 09339 01/24/73 Ship commander Major G.Ya. Gorodilov. On air. Vladimirovka, after taking off in horizontal flight at an altitude of 1200 m, the ship's navigator noticed an eagle flying towards him. By turning sharply to the right, the ship's commander managed to avoid a collision with the glazing of the navigator's cabin, but the eagle hit the toe of the right landing gear fairing. Inspection on the ground revealed that the toe of the OS was crushed down to the neutral gas compartment. The plane was restored by the local technical unit. Reason: unfavorable ornithological situation. 09/10/73 ship commander Major G.Ya. Gorodilov. When landing at night without searchlights at the base airfield, a flight of 50 m was allowed beyond the precision landing strip. After taxiing from the runway, the crew discovered the destruction of 4 tires (3 external and 1 internal) of the left main landing gear, destruction of the skin and power set, flaps and hydraulic system pipelines in the left landing gear fairing. Reason: the use of braking of the landing gear wheels at high speed by the ship's commander. 05/16/74 ship commander Major G.Ya. Gorodilov. After landing on the air. Washington and taxiing to the parking lot discovered a fuel leak on the starboard side of the fuselage under the wing. Further inspection revealed destruction of the aircraft refueling pipeline at the main valve along the weld seam. The plane was restored by welding the pipeline. Reason: failure to drain fuel from the pipeline from the refueling taps to the main tap when refueling the aircraft at the previous airfield. The burnout of this pipeline on the An-22A aircraft No. 0601 in 1980 during “thermal runaway” of the battery led to the crash of the aircraft. 12.12.74 ship commander Major G.Ya. Gorodilov. When loading the aircraft onto the air. The Chkalovsky driver of a tractor with loaded transformers, without the command of any of the crew members, decided to independently drive up to the ramp. The tractor cabin passed under the right keel, and the transformers located on the roof crushed the tip of the right keel, damaging the windshield and casing. The aircraft was down for 16 days, the IAS unit was restored. Reason: lack of discipline of the tractor driver. 06/21/75 ship commander Major G.Ya. Gorodilov. While flying on the Moscow-Paris route at an altitude of 6600 m, the ship's commander noticed an airstrip under construction. Charles de Gaulle, mistaking it for the Le Bourget strip, decided to approach it from the line. He did not respond to the commands of the navigator and assistant commander of the ship. There was a bulldozer at the end of the strip. And only after the remark of Art. onboard technician of the ship captain I.S. Zarubina took the previous flight level and continued the flight to the air. Le Bourget. Reason: excessive self-confidence of the ship's commander.

40.0410 09347 In August 1978, when lowering the aircraft after a landing gear race, due to uneven lowering of the main lifts, the right lift jumped out of its socket, breaking through the skin of the wing end and slightly damaging the lower flange of the front wing spar. Reason: inexperience of IO NTO captain M.N. Pletnev, who supervised the landing of the plane. A similar incident occurred on plane No. 0109 in 1974. 08/3/82 at the airport. During a thunderstorm with wind gusts of up to 24 m/sec, a gusty wind that passed in a strip of 200 m along the aircraft's parking area, from the rear of the aircraft, the right aileron control rod and the left aileron control rocker were destroyed. The aileron control system was in a locked position. The aircraft was restored by replacing damaged elements. Previously, damage to the aileron control system occurred on An-22 aircraft No. 0408 in 1974 at the airport. Keflavik. In order to prevent destruction of the aileron control system in winds of more than 25 m/sec from the tail of the aircraft, the industry has produced clamps that personnel must install on the ailerons while the aircraft was parked. In November 1993, the ship's commander, Major A.Ya. Credin. At the Yeisk airfield, due to the crew’s failure to install clamps on the ailerons, the aileron control rod was destroyed in the aircraft parking lot by strong hurricane winds. 06.26.93 ship commander Major A.V. Nikolaychik. In the IMC, during the landing approach during the descent after the control switched from the self-propelled guns to manual control and when the aircraft entered horizontal flight at an altitude of 2500 m, the aircraft continued its descent at a vertical speed of 20-25 m/sec. When the control column was fully tilted towards itself, the aircraft's reaction to the control input was slower compared to the reaction in previous flights. The plane entered horizontal flight only at an altitude of 600 m. When the ShK was recoil “from itself” in order to keep the plane in horizontal flight, its reaction was also slow. Reason: the lead and rod of the DS-10 sensor are deformed and engage with the booster rocker mounting bracket.

41. 0501 The first aircraft of the 5 series, differing from the 1-4 series by design improvements in the control system, power supply, fuel and other systems. 12/21/76 ship commander Major V.A. Efremov. While performing an experimental flight to measure the vibration stress of the aircraft control rods according to test program 100.703.123 PM OKB MAP suffered a disaster in the area of ??the village. Dubrovka, Bryansk region. During the experiment, at an altitude of 4000 m and a speed of 380 km/h, the crew commander deflected the rudder to the right to 25 degrees. (instead of 17 degrees as specified) with the ailerons in neutral position. The plane entered a deep slide and descent. When recovering from a deep slide, the commander abruptly took the helm, trying to reduce the given flight altitude, the aircraft reached supercritical angles of attack (stall mode). Having entered the stall mode, the plane began an erratic fall with a loss of altitude of about 3400 m. At an altitude of 500-600 m, the plane went into a dive, followed by a sharp exit into horizontal flight. The created overload of up to 4 units led to the destruction in flight of the upper fairing of the center section and the right upper panel of the detachable part of the wing. Due to the unexpectedness and transience of the emergency situation (51 seconds), the crew was unable to leave the plane. The plane partially disintegrated in the air, then collided with the ground and exploded. Reason: unsatisfactory organization of the test flight, which led to the release of a crew unprepared for this flight. Guilty: VTA command (Deputy GI of the VTA, Colonel-Engineer Shafikov, Deputy Commander of the VTA, Lieutenant General of Aviation Gladilin, who signed the test program without assessing the complexity of the test flight); commanders of the VTA and VTAP, who superficially studied the flight mission without working out the methodology for performing its elements; ASTC, which irresponsibly developed the flight mission without working out the methodology for its implementation and measures to ensure flight safety. Crew composition: 1. ship commander, Major V.A. Efremov (deputy AE), 2. navigator of the ship, Major V.A. Parshin (regiment navigator), 3rd assistant ship commander, Captain V.A. Archibasov, 4. st. ship's onboard technician, Captain A.S. Kryuchkov, 5. Art. on-board technician for JSC Art. Lieutenant N.I. Shcherbak, 6. Art. On-board auxiliary technician Captain S.G. Grigoriev, 7. st. air radio operator warrant officer I.I. Kulakov, 8. experimental engineer ANTK O.Yu. Zemtsov.

42. 0502 09320 In November 1978, the commander of the ship was Major Tarasov. When returning to base, the right booster system failed due to the destruction of the fluoroplastic hose of the high pressure pump 435F and the loss of fluid from the hydraulic tank. Reason: chafing of the sleeve braid against the flange clamp. This premise did not accidentally end in a power plant fire. The second case of destruction of a fluoroplastic sleeve. 12/28/79 ship commander Major Tarasov. While flying at night in the Caspian Sea region, due to a temporary failure of the TsGV-10P (damage to the ShR during modifications), the aircraft lost course and partially its spatial position (the famous Shimin loop - senior engineer of the joint unit). The crew restored the course and spatial position of the aircraft along the light spot from the city and flew safely to the base airfield. 08/10/80 ship commander, Major Tarasov. After takeoff from the air. While climbing, due to a malfunction of the trimming unit, the plane turned sharply to the left with a large lateral g-force and a right slide. The crew feathered the propellers of 1st control unit (engine parameters dropped), turned off the self-propelled guns and made a normal landing at the departure airfield. 01/17/84 ship commander A.Yu. Zaitsev. After taking off at night from the air. Budapest with a take-off weight of 225 tons at an altitude of 250 m, a failure occurred in the aileron control system due to the loosening of a special bolt for attaching the root section of the right aileron. Thanks to the courage of the crew and competent actions of Art. on-board technician captain Yu.A. Fomin, who switched to servo steering control and with the further fall of the plane again to booster control, the plane falling at a vertical speed of 20-25 m/sec. and a roll angle of 50 degrees. was launched into horizontal flight at an altitude of 70 m. The crew made a normal landing at the departure airfield. 08/26/93 ship commander Major S.P. Volkov, while taxiing along the taxiway during a stop, at the preliminary start, spontaneous retraction of the nose landing gear occurred due to a failure (leakage) of the GA-163A/16 crane. The plane landed smoothly on the open large doors of the nose landing gear without receiving significant damage.

43. 0503 09327 02/18/91 ship commander Major V.K. Nebylitsin. When taking off at a speed of 150 km/h, the crew commander did not hear the ship's navigator's report on the speed reading. The ship's commander and navigator did not have any speed readings on the KUS-1200 indicator. After the assistant commander of the ship asked the navigator about the increase in speed, the navigator replied that the speed was not increasing. At a speed of 180 km/h, the ship's commander decides to abort the takeoff, applies the main braking, then emergency braking. The plane stopped within the runway, 5 tires were destroyed and 2 tires were damaged. Reason: freezing of moisture in the air intake from melted snow that fell when the aircraft was taxiing to the parking lot. Hasty and illiterate application of emergency braking by the ship's commander. 05/19/93 ship commander Major Eroshevich A.V. At the Norilsk airfield, while unloading a tractor weighing 40 tons under its own power while crossing the threshold at 63 sp. ramp with the fuselage, the ramp broke in the area of ??4 hitch points, while the fastening points of the ramp lift cylinder rods were torn out, the floor was broken and the longitudinal beams of the ramp in the area of ??the hitch points were destroyed. The ramp was restored by the IAS regiment (removed from aircraft 0105). 44. 0504 09328 08.24.82 on the 10th flight in a circle after extending the landing gear, the crew discovered that the rear left support of the main landing gear was not extended. A visual inspection revealed that the strut was locked in the retracted position, and the niche of the left landing gear fairing was filled with AMG-10. The crew stopped releasing the landing gear from the KFL-37 button and, with 20 liters of AMG-10 remaining in the tank, began releasing the flaps from the left hydraulic system. After their release at 23 degrees. the pressure in the hydraulic system dropped to 0. After a missed approach and refueling the hydraulic system to 60 liters from containers carried on board using a system of “hand pumps”, the crew landed at the base airfield with the rear left landing gear not extended and the flaps extended to 23 degrees. Cause: pullout of the shuttle valve from the housing of the rear left landing gear release-retraction cylinder. In March 1989, while performing routine maintenance and troubleshooting a malfunction in the landing gear skid system, the nose landing gear spontaneously retracted and the aircraft lowered onto the nose, while the aircraft received minor damage. Reason: supply of extraneous “+” to the electrical system for retracting the landing gear from the left hydraulic system and removing the locks from the extended position of the nose and front struts of the main landing gear due to the “chasing” of the electrical harnesses against the flange clamp in the area of ??22-29 sp. This was the third case of spontaneous cleaning of the bow pillar in the parking lot. It was in “formation”.

45 0505 09337 01/05/81 ship commander, Major Yu.P. Popov. When flying along the route after climbing to 1500 m st. The ship's technician, at the command of the ship's commander, turned off the take-off autovane switch and mistakenly simultaneously turned off the GAF switch, which led to a drop in the speed of the turbine and front propellers of all control systems when retracting the throttles to 46 degrees. according to UPES. The error was corrected following a tip from another crew. In July 1988, during takeoff at a speed of 210 km/h, automatic feathering of propellers 4 SU occurred, the crew stopped takeoff. The reason for the feathering has not been established; the units examined in the NIERAT feathering system turned out to be serviceable. Presumable reason: erroneous pressing of the KFL-37 4SU st. on-board technician Captain Samorodov V. instead of the watch start button.

46. 0506. 09338 05/08/93 crew commander, Lieutenant Colonel S.P. Volkov, on-board engineer of the ship, Captain V.G. Gusev. During landing approach and landing gear on the air. The middle crew discovered that the rear right landing gear was not released and the middle leg was not locked, as well as a decrease in AMG-10 oil in the main hydraulic system tank to 40 liters. The crew made a normal landing on the air. Medium with one front main landing gear extended. Reason: destruction of the shock absorber linkage lever of the rear right strut and destruction of the hydraulic system pipeline of the rear and middle landing gear. The aircraft was restored to flying condition by the IAS regiment's repair team, and then repaired at the Ivanovo Aircraft Repair Plant. This was the second time landing with one landing gear extended. In July 1978, crew commander Major V.S. Vorobiev. When loading the aircraft onto the air. Gorky, a passing car in the area of ??the cargo hatch tore two hoists from the monorails. The crew performed a special task with the remaining two hoists. The telphers cannot be repaired; they are replaced with new ones.

47. 0507 09340 01/19/79 crew commander Lieutenant Colonel G.N. Kuznetsov. When performing special mission in the Lvov area, 2 engines (1 and 2 SU) failed. The crew showed skill and restraint and made an emergency landing with maximum landing weight on the air. Old. This was the first and only case of failure of 2 engines on an An-22 aircraft due to a design imperfection of the EAF sensor. 03/05/84 crew commander Major Morozov, instructor pilot Lieutenant Colonel Fartushnov. When taking off at the air. Now the lever was destroyed and two wheels were separated from the axle of the front strut of the right main landing gear. The crew landed on the air. Ivanovo (at Seshcha airport, weather conditions did not allow landing) with one rear right support extended, having previously exhausted the fuel as much as possible and pumped the remaining fuel from the right wing console to the left one. Reason: destruction of the lever - lack of material B-93. The first case of landing with one landing gear extended.

48. 0508 09305 In October 1979, the commander of the ship, Lieutenant Colonel Tugushev. At night, when the throttle was applied to change the flight level from 6000 m to 6600 m (crossing the border with Afghanistan), the propellers were automatically feathered and all 4 engines were turned off. Reason: failure to turn off the EAF sensors st. onboard technician of the ship G.M. Glotov before takeoff. As the plane descended, Captain Glotov started all 4 engines, the plane lost 1200-1600 m of altitude (the crew commander was resting in the accompanying cabin during the failure). The crew landed on the air. Kabul. Military passengers accompanying the special technology, they didn’t know any of this. The crew did not report this incident, but the air radio operator, by preserving the MC-61B film, thereby helped the officers of the special department to identify these prerequisites 2 years later. This was the first and only case of failure of all 4 engines on an An-22 aircraft. Thanks to the competent actions of Captain Glotov, the crew emerged from this difficult situation with honor.

49. 0509 09307 01/13/89 ship commander, Major N.P. Volkov. When taking off from the Aden airport in the Democratic People's Republic of Korea with a maximum take-off weight at a speed of 260 km/h, the nose landing gear was retracted, followed by the locking of the front and middle landing gear legs. Reason: uncoordinated actions Art. b/t cor. Chekordina and KK (premature landing gear retraction). The crew stopped taking off, the plane rolled off the runway, and received significant damage to the power elements of the lower part of the fuselage from 4 to 32 sp. The MiG-25 aircraft transported inside the cargo compartment was also heavily damaged. The aircraft was restored by a team of 10 people from IAS and repair. plant Distilled on December 12, 1989 in Kiev and sold for 24 thousand rubles. (sellers: Colonel Yu.E. Skuridin, Lieutenant Colonel V.A. Sivkov, Major E.I. Senchenko). The aircraft was sold to ASTC, repaired and began flying in June 1994.

50. 0510 09309 The only An-22A aircraft with camouflage paint. 11/10/84 ship commander Lieutenant Colonel V.I. Semenenko. At night in SMU, during the 5th hour of the flight, the air radio operator discovered an increase in the charging current on the 1st battery (AB) 20NKBN-25 to 25 amperes (maximum permissible 10 amperes). At the command of the ship's commander, the battery was disconnected from the on-board network. 10 min. later, an increase in the charging current to 25 amperes was detected on the 2nd battery, which was also disconnected from the on-board network. After the cabin was depressurized, an external inspection revealed splashing of electrolyte and swelling of the battery cans. Reason: “thermal runaway” of the aircraft, the crew, having not completed the task, landed at an off-base airfield.

51. 0601 09311 In July 1977, when the KFL-37 button was pressed to retract the landing gear in the parking lot, due to a malfunction of the microswitch unit (BMW-6), the nose landing gear was retracted, the nose of the aircraft smoothly lowered onto the open flaps of the nose landing gear and the connected carrier . The plane received minor damage. Guilty: aircraft technical crew. The second case of the aircraft lowering due to the retraction of the nose landing gear. The first one at TAPO due to the KFL-37 button being pressed with the BMW-6 removed. 06.06.80 ship commander Major V.I. Shigaev. When returning to the base air. Migalovo after performing special missions on the route Baghdad - Chkalovskaya in the Moscow air zone in horizontal flight at H = 5700 m, indicated speed 470 km/h, the crew discovered a fire in the right landing gear fairing near the entrance door. Upon discovery of a fire, the crew depressurized the cabin, took measures to extinguish the fire using hand-held fire extinguishers, and began an emergency descent. Due to the high intensity of the fire and the presence of choking smoke, the crew was unable to extinguish the fire on the plane. In this situation, the crew commander decided to make an emergency landing at the nearest airport. Vnukovo. In the process of constructing a landing approach maneuver in accordance with the Crew Instructions, the crew commander gave the command to transfer the aircraft to the emergency power supply system. As a result of this command, the aircraft was completely de-energized, which led to the shutdown of flight and navigation instruments (except barometric) and deprived the crew of external and intra-aircraft communications, as well as the ability to lower the landing gear and wing mechanization. In this situation, the crew commander decided to land outside the airfield. The crew carried out the landing approach visually at a speed of about 390 km/h with a roll of up to 30 degrees. and a vertical rate of descent of approximately 15 m/sec. The landing speed was about 290 km/h on the fuselage with a pitch angle of approximately 5 degrees, soft, followed by separation and repeated landing after 150 m. When moving on the ground in the second half of the run, the crew commander diverted the plane from colliding with the village to the right, the plane fell into the ravine collapsed and burned. Three crew members: the crew commander, the onboard engineer - ship instructor and translator were killed.

Reason: “thermal runaway” of the NKBN-25 battery No. 4, which led to burnout of the fuel pipeline (more than 20 liters) of the centralized fuel refueling system (the temperature during “thermal runaway” was more than 600 degrees) and ignition of the kerosene leaking from the pipeline , pneumatics of landing gear wheels and structural elements of the landing gear fairing. In order to prevent such cases, the instructions for operating batteries have been clarified, and the industry has issued a number of bulletins that increase the fire safety of battery compartments. Guilt: enterprise PO Box 1955, which did not promptly inform the ASTC and operating units about the fire hazard of the phenomenon of “thermal runaway” of 20NKBN-25 batteries and the IAS personnel who installed faulty battery No. 4 on the aircraft. Crew composition: 1. Crew commander, Major V. AND. Shigaev, 2. Navigator Captain S.I. Yakovlev, 3. Assistant ship commander Captain A.A. Soltanovsky, 4. Onboard engineer of the ship - instructor captain A.A. Sviridov, 5. Senior on-board technician for JSC Captain A.G. Lyapkin, 6. Senior on-board technician for DO Art. Lieutenant B.P. Salinnikov, 7. Senior air radio operator, warrant officer G.B. Bortasevich, 8. Translator of English and French languages ??V.R. Dobrolyubov.

52. 0602 09312 In May 1980, the commander of the ship was Major Chaplygin. When landing on the air. In Kabul, 10 pneumatic tires of the main landing gear wheels were destroyed, and the power elements of the left and right fairings of the landing gear were damaged. Reason: failure of the contactor in the wheel braking system (the automatic skidding system did not work). The aircraft was restored to ferry condition by IAS at the Kabul airfield, entirely at the TAPO plant.

53. 0603 09314 04/05/78 ship commander, Major General I.A. Nekrakha, ship's navigator Lieutenant Colonel V.A. Kletsko was the leader of the battle formation “flow of pairs” of An-22A aircraft of two regiments. When landing airborne personnel and equipment at the Bagish site (near Tashkent) in difficult weather conditions (cloudiness 8-10 points, altitude 800 m, visibility 6 km), the aircraft of the first 2 pairs were mixed on the combat route. First pair: An-22A No. 09314 Nekrakha – Kletsko; An-22A No. 08832 Gnedov - Plushev.

Second pair: An-22A No. 08831 Vlasinkevich - Savchenko; An-22A No. 08833 Volkov – Bezdverny. At a distance of 62 km, the navigator of the leading pair, Lieutenant Colonel V.A. Kletsko detected a response pulse from the RM-5 ground radio beacon, which was located to the right of the combat path line (LBP) at 20 degrees. Having not determined that the RM-5 response impulse belonged to the beacon installed on the landing site using a previously known frequency-code combination, the navigator gave the command to the commander to turn the aircraft back to the beacon. The first pair of aircraft flew over Tashkent. The aircraft crews following the leading pair figured out the situation, determined that this beacon was installed at the TAPO factory airfield, informed the leading pair about evading the LBP to the right, but the pair continued the flight. Avoiding the LBP by 13 km, at a distance of 16 km to the landing site, the leader of the first pair, in order to correct the error, made a left turn of 60 degrees. to LBP. The leader of the second pair, and behind him the entire battle formation of the aircraft of the two regiments, independently completed a turn towards the LBP. As a result of these maneuvers, the first and second pair of aircraft almost simultaneously reached the launch point (TIP), while the distance between the leader of the first pair and the leader of the second pair was 10 seconds. The landing was carried out almost simultaneously from 4 aircraft of the first and second pair, which negatively affected the results of the landing: some of the platforms with equipment crashed during landing. After landing, the leader of the second pair turned to the left, followed by the wingman of the first pair, the wingman of this pair, on the contrary, joined the “former” leader of the first pair, the wingman of this pair, on the contrary, joined the “former” leader of the first pair. In this order of battle, the planes made a safe landing. This mistake by the lead crew did not accidentally result in a serious flight accident. Reason: indiscipline of the leading crew of the An-22A aircraft No. 09314, violation of the “Technique for performing flights in combat formation “flow of steam”, self-confidence and ignoring information from wingmen. 02/09/82, ship commander Major S. Strug. During the flight along the route, a fire occurred at 3 SU due to the ignition of the AMG-10 flowing from a fluoroplastic sleeve, minted with the power electrical wire of the GT-120 generator. The crew turned off the engine with the fire extinguishing system activated, and the fire was extinguished. Landing was made at the base airfield. The aircraft was restored by the IAS unit. This was the third case of destruction of fluoroplastic sleeves on An-22 aircraft (0305, 0502).

54. 0604 09341 08/16/75 ship commander Lieutenant Colonel Vlasinkevich K.V. When landing on air. When the landing gear was extended, the nose landing gear did not release from the left hydraulic system. Attempts to release the rack by other means were unsuccessful. During a long flight in the airport area. Through the management group, the crew was advised by specialists from the ASTC and military unit 48231 (Ivanovo). The crew cut a window in the wall of the right passage of the escort cabin and used a crowbar to cut off the AMG-10 hydraulic mixture drain fitting from the drain (during release) cavity of the hydraulic cylinder for retracting and releasing the nose landing gear. The nose strut was locked into the released position. The crew made a normal landing on the air. Today. Reason: failure in the area of ??the shuttle valve, which were later replaced with improved ones. In December 1981, during test flights for thermal runaway of 20NKBN-25 batteries in Kiev, due to the failure of the ANTK test crew to turn on the skid switch during landing, 5 pneumatics of the main landing gear wheels were destroyed, and the power elements of the landing gear fairings were damaged. The aircraft was restored by specialists from the IAS unit and representatives of post office box 3395 (ANTK).

55. 0605 09343 12/25/80, during the 2nd approach to H=120-130 m, the flaps, previously extended to 35 degrees, were not retracted. before boarding. Having completed the flight in a circle, the crew made a normal landing at the base airfield. Reason: failure of the retaining valve KG-16-00-2. Valve failures have occurred previously on N-22A aircraft No. 0603-1976, failure to retract the flaps after takeoff, No. 0610-1979, failure to retract the flaps during landing. 06/12/85, during a control inspection of the NTO aircraft, captain V.V. Komigachev discovered a crack on the main right front landing gear, which prevented damage to the aircraft during subsequent flights. The destruction of the landing gear on An-22A aircraft No. 0605 in January 1985 led to significant damage to the left landing gear fairing. The plane crashed on December 28, 2010.

56. 0606 09329 In June 1976, while refueling the aircraft at the base airfield, the wall of the 13th rib of the SChK-2 wing of the right half of the wing was destroyed. With the permission of the ASTC, the aircraft was transported to post office box A-1380, Tashkent, for rib repairs. Deformation of the rib walls was subsequently discovered on An-22 aircraft No. 0210-1977, No. 0202-1985, No. 0302-1985. In December 1977, the ship’s commander, Major General I.A. Nekrakha. When the aircraft took off during the takeoff run at the base airfield, due to a failure of the rudder control system, the aircraft rolled off the runway and received minor damage. Reason: jamming of the RP-410T control spool due to the DZUS screw from the hatch on the keel fairing with the stabilizer getting under the control rod of the spool. Guilt of ITS. On all aircraft from the 5th to 7th series, modifications were made to prevent the entry of foreign objects. 12/5/81 ship commander Lieutenant Colonel Yu.A. Grigoriev. At the executive launch of the Bratsk airfield, when the throttle was being set before takeoff, the throttle control 3 SU spontaneously moved from 38 to 42 degrees. The crew taxied into the parking lot. Reason: destruction of the cable of the KTA-14MA lever control mechanism due to a decrease in the fatigue strength of the cable in the area of ??the small-diameter roller of the tensioning device. A similar incident occurred on the An-22A aircraft No. 0603 in September 1991. The destruction of engine control cables on An-22 aircraft was widespread; the industry issued a number of bulletins to replace cables and rollers (693-DK, 1159-DM, etc.).

57. 0607 09342 11/16/75, in flight at H=8000 m at a speed of 440 km/h, 1 minute after turning off the SAU-1T-1, the crew discovered a sharp descent of the aircraft (“pitch”) with simultaneous automatic shutdown of the automatic control system. Using manual control and the use of the trim effect of the elevator channel, the aircraft was put into horizontal flight and landed at the base airfield. A similar incident on this aircraft occurred earlier during a flight to post office box A-1380, Tashkent, after completion of modifications to complex No. 3. Reason: incorrect installation of the feedback sensor (FOS) of the auto-trim RV by plant representatives, which led to a change in polarity DOS signal, as a result of which power was supplied to the MP-250 trimmer effect mechanism, which, instead of reducing the effort, increased it until the SAU-1T-K was turned off (the overpowering force of the RM-25 machine was 70 kg). After the self-propelled guns were disconnected from the force of the spring rod, the control column tilted forward, which led to a sharp descent of the aircraft (the formation of a “dive”). Guilty: ITS, which did not control the implementation of modifications, and the flight crew, who did not fulfill the requirements for checking the control system. 07/21/83 ship commander Major I.N. Minulin. While flying along the route during the day at H = 3000 m, the plane was hit by a lightning discharge, and radio station R-847ET No. 1 failed. The crew landed safely at the base airfield. The aircraft received significant damage to elements of radio equipment, the upper tip of the left fin was completely destroyed, and was restored by the IAS unit. 07/22/83 ship commander Major I.N. Minulin, while performing a cross-country flight while avoiding thick cumulus clouds, the crew saw flashes and heard a pop. A visual inspection revealed destruction and disruption of the upper tip of the left fin (the “Harp” antenna), the crew stopped the mission and landed at the base airfield. Cause: hit by a lightning discharge from ball lightning. The aircraft was restored by the IAS unit in 5 days. In March 1985, the ship's commander, Major I.N. Minulin, During the period of operation of a group of An-22 aircraft from military units 48231 and 21322, delivering diesel fuel from Bratsk airport to the freezing cities of Mirny and Polyarny, after takeoff in the process of climbing in the cargo cabin of the aircraft, where the RA-2 (RA) tanks were located -4) with diesel fuel, a fire broke out. The crew stopped climbing and made an emergency landing at Bratsk airport while other aircraft had stopped taking off and landing. During the landing approach, the fire was extinguished by the crew using portable fire cylinders. Reason: the hoist was not turned off; the button on the hoist control panel was left in the on position after loading.

58. 0608 09344 06/20/75 ship commander, Major V. Balashov. When departing from the air. Severomorsk, when turning to occupy the runway, the tail unit and the skin of the lower part of the fuselage of the F-4 were damaged by elements of metal strips lifted by the jet from the SU propellers. The crew did not notice the damage to the aircraft; it was discovered after landing at the base airfield. The aircraft was restored by the IAS unit within 10 days.

59. 0609 09348 01/07/76, when extending the landing gear before landing at the base airfield, the right front strut of the main landing gear did not extend. The release of the “hand pump” system rack did not produce positive results. The crew made a safe landing with the landing gear not extended. Cause: shuttle valve failure (the first case of a strut not releasing on a 6-series aircraft). 12/16/85 ship commander Major N.D. Kozlov. When performing a flight along the route as part of a group, after 1 hour and 10 minutes of flight, the crew discovered an increase in the temperature of the gases behind turbine 2 SU to 490 degrees. C (recommended 420 deg. C). The crew turned off the engine and made a normal landing at the base airfield. Reason: the screw securing the R-90 hatch got into the gas-air path of the engine (the second case after aircraft No. 0702). Was transferred to repair. fund of the Federal State Unitary Enterprise "308 ARZ" (Ivanovo) for repairs.

60. 0610 09303 In July 1979, the commander of the ship, Major V.I. Ivleev, onboard engineer of the ship, Captain A.S. Alkhimenko. During landing, the flaps from the main and emergency systems were not extended. The crew made a safe landing with the flaps retracted. Reason: failure of the retaining valve KG-16-00-20. This was the first time an aircraft has landed with the wing mechanization removed. Crew commander Major V.I. Ivleev was awarded a personalized watch by the commander of the BTA. In February 1980, after landing in the second half of the flight, the front landing gear control failed. The crew brought the plane to a safe stop. Reason: chafing and destruction of the cable of the tracking system for controlling the turn of the front pillar. 11.11.92 ship commander Major I.P. Misyutin, after taking off from the base airfield with commercial cargo, suffered a disaster due to loss of stability and controllability of the aircraft. Reason: exceeding the take-off weight of the aircraft by more than 20 tons. The crew and passengers (27 people) were killed. Crew composition: 1. Ship commander, Major I.P. Misyutin, 2. The ship's navigator, Captain Yu.N. Shmatov, 3. Assistant ship commander Captain S.I. Bykovchenko, 4. Onboard engineer-instructor captain Yu.P. Tcherezov, 5.St. JSC onboard technician-instructor captain V.P. Borovik, 6. St. on-board technician-instructor for subsidiaries captain Yu.V. Karpenko, 7. St. air radio operator warrant officer S.V. Kurashov.

61. 0701 08829 01/20/86, when performing a flight along the route at H = 2100 m, the crew discovered that the light “removing the front propeller from the “stop” 1 SU” came on, with a subsequent increase in the speed of the front propeller to 87%, the turbine to 86%. At the command of the RP, the crew feathered the propellers of 1 SU from the KFL-37 button and landed at the base airfield. Reason: disconnection of the P-90 speed governor drive of the front propeller due to a violation of the governor assembly technology. Was transferred to repair. fund of the Federal State Unitary Enterprise "308 ARZ" (Ivanovo) for repairs.

62. 0702 08830 01/30/78 ship commander, Major N.D. Kozlov. During pre-flight preparation, due to the illiterate actions of the commander and senior on-board technician, Captain Bykov, during an emergency shutdown of the engines (the ship's navigator noticed the aircraft moving away), engine 4 SU was disabled (exceeding the temperature of the exhaust gases). The aircraft skidding occurred due to the presence of ice under the landing gear wheels. 05.25.81 ship commander Lieutenant Colonel L.I. Cancer. When taking off at the base airfield, after 10-15 seconds during the takeoff run, I felt a sharp pull of the aircraft to the left due to the automatic feathering of the 1st SU propellers. The aircraft did not respond to the deviation of the air intake and the application of the brakes. The crew stopped taking off, feathered the propellers of the 4th control unit, and the plane rolled out onto the ground at a distance of 150-200 m and at an angle of 30 degrees. stopped at the runway. Reason: entry into the gas-air path of the propeller engine from the R-90 hatch and incorrect actions of the crew members during engine failure on takeoff (the crew removed the throttles of all control systems to 0 degrees and feathered the air engines of the 4th control system instead of removing the throttles to 0 degrees all engines and remove the screws from the stop). 08/23/81 ship commander, Major I.N. Minulin. When checking the propeller feathering system from the KFL-37 button, after replacing them, senior on-board technician Captain N.I. Orlov closed the fire hydrant and left the engine stop valve in the “open” position. Subsequently, when the propellers were removed from the feathered position with the engine cold cranking, fuel from the pipeline from the fire hydrant to the “stop valve” (about 20 liters) entered the hot engine and ignited. After a report from the ground about the emission of flame from the jet nozzle, the crew showed confusion, did not turn off the stop valve, and as a result, the blades of the nozzle apparatus and the impeller of the 5th stage of the turbine melted. The engine has been taken out of service. 04/16/84 ship commander Captain Novikov, instructor pilot Major Pogodin. After 2 hours 20 minutes. flight at H=1200 m with the main semi-set of SAU-1TK-1 turned off. In the “navigation” mode, the plane sharply turned to the right by 10 degrees while gliding. The commander turned off the SAU-1TK-1 and felt an increased load on the left pedal due to the MP-250R trimming mechanism working out at 10 degrees. to the right (according to UPES-21), manually controlling the trim effect electric mechanism took the effort off the pedals, balanced the aircraft and made a normal landing at the base airfield. Reason: failure of the auto trimmer unit in the RN channel. 05/16/90 ship commander Lieutenant Colonel N.D. Kozlov. After 2 hours 30 minutes. flight in horizontal flight, the engine of the 2nd control unit spontaneously switched off with automatic feathering of the propellers. Reason: hit (2nd case on this aircraft) into the gas-air duct of the propeller engine from the R-90 hatch mount. The crew made a normal landing on the air. Krivoy Rog, the engine was taken out of service. Was transferred to repair. fund of the Federal State Unitary Enterprise "308 ARZ" (Ivanovo) for repairs.

63. 0703 08831 In the period from 1975 to 1988, an operational test of the “neutral gas” system was carried out on the aircraft, designed to create an explosion-proof environment in the above-fuel spaces of fuel tanks by supplying them with neutral gas (deoxygenated air) with a high content of carbon dioxide, produced by a neutral gas generator by burning fuel in an atmosphere of air taken from engine compressors. The aircraft was equipped with an additional control panel with indicating instruments and cylinders with neutral gas. The tests did not give positive results and were stopped.

64. 0704 08832 02/15/90 ship commander, Major L.A. Novozhilov. After 2 hours 46 minutes. during the flight there was a spontaneous shutdown of the engine 3 SU. The crew landed at the departure airfield. Reason: internal destruction in the gearbox housing, which led to the disconnection of the shaft-spring box of the motor units.

65. 0705 08833 In July 1982, the ship’s commander, Lieutenant Colonel V.A. Volkov. 10 minutes before landing on the air. Migalovo upon returning from special. task, there was a complete decrease in the AMG-10 hydraulic mixture from the hydraulic tank of the main hydraulic system. The crew released the landing gear and flaps from the “hand pump” system and made a normal landing. Reason: destruction of the main hydraulic system pipeline in the area of ??the right hydraulic accumulator. 01/08/85 ship commander Major Novikov. When landing on the air. Ivanovo, the middle left main landing gear was destroyed. The crew discovered the destruction after taxiing into the parking lot. The aircraft received significant damage to the elements of the left landing gear fairing. Reason: presumably - the concentration of internal stresses in the V-93T1 material from which the stand was made, which was one of the disadvantages of this alloy. The aircraft was restored by IAS and 308 repairs. plant 07/11/91 ship commander Lieutenant Colonel Linnik. At the beginning of the take-off run, the propellers of the 2nd control unit spontaneously feathered. The crew stopped taking off. The plane stopped within the runway. Reason: tearing out of the fitting of the fuel supply pipeline to KTA-14MA due to failure to comply with the bulletin at the repair plant of military unit 21697 (Konotop) and lack of control over its implementation by the IAS unit. It was transported to the Ivanovo airfield for subsequent repairs, but due to lack of funding it was not accepted for repairs; it was “in storage” at 610 production facility (Ivanovo).

66. 0706 08834 “Anna Karenina” 03/05/79, during takeoff H=70 m, the turbine rotor speed of the engine 4 SU dropped to 60%. The crew feathered the 4th SU engine with the KFL-37 button and landed at the base airfield. Cause: destruction of the generator drive bevel gear. 08/25/88 ship commander Zheltoukhov. In horizontal flight, when the throttle was reduced from 50 deg. and below there was a drop in the speed of the front propeller 2 SU. The remaining parameters correspond to the specifications. When giving the throttle limit above 50 degrees. the speed was restored. The crew feathered the propellers using the KFL-37 button and landed at the base airfield. Reason: P-90 failure. After being removed from the state, it was located at the Migalovo airfield (Tver), in the storage area.

67. 0707 08835 In March 1977, in accordance with the proposal set out in the investigation report of the crash of the An-22A aircraft No. 0501, which occurred on December 21, 1976, the crew of GLITs test pilots carried out an experimental flight to complete the task that the deceased was supposed to perform crew of Major V.A. Efremova. Having carefully studied the cause of the disaster and the actions in flight of the ship’s commander, Major V.A. Efremov, and also taking into account the recommendations of the ASTC, the crew of test pilots, taking off from the Migalovo airfield (Kalinin), began the task at H = 7000 m instead of 4000 m, as in the flight of the An-22A aircraft of Major V.A. Efremova. Thanks to the altitude reserve, the crew had difficulty bringing the plane into level flight (HL) from a slide with a bank angle of 30 degrees, into which the plane was introduced by deflecting the pedals in accordance with the task at an altitude of about 3000 m. After landing, the crew confirmed the conclusions drawn after modeling this flight on the KTS-8 simulator about the impossibility of completing this task as a combat unit pilot. When the aircraft was brought into the main landing zone, due to large aerodynamic loads acting on the airframe, the heads of a large number of rivets on the fuselage skin in the area of ??the splinter broke. 63 (beginning of the cargo hatch). The plane was restored by the IAS unit. 07/05/83 ship commander Major Tkachenko. During scheduled flights at night in the area of ??the Rybinsk reservoir at H = 3000 m, the plane was hit by a lightning discharge. The crew was briefly blinded, and the R-847ET radio station Nos. 1 and 2 failed. The crew landed safely at the base airfield. The aircraft received minor damage and was repaired by the IAS unit. In July 1984, the commander of the ship, the head of the political department of the formation, Colonel E.V. Kuzmin, while taxiing along the taxiway for takeoff, the left wing plane destroyed the fairing, the KP-3 antenna and damaged the power frame No. 1 with a longitudinal set of stringers on the An-22A aircraft No. 0705, which was parked. Both aircraft were restored by the IAS unit and the TAPO brigade. In May 1988, the ship's commander, Major Gulyaev. While taxiing at night at the Nasosnaya airfield, the skin of the left landing gear fairing was destroyed by an anti-theft gate. Reason: poor crew discretion. The plane was restored by the IAS unit. In June 1992, during a long loading of the aircraft (more than 6 hours) with TA-6A-1 power plants running at the Knevichi airfield, thermal runaway and fire occurred in 20NKBN-25 batteries Nos. 1 and 2. The crew, using on-board fire extinguishing equipment (fire extinguishers), extinguished the fire. It was transported to the Ivanovo airfield for subsequent repairs, but due to lack of funding it was not accepted for repairs; it was “in storage” at 610 pulp and paper production facility (Ivanovo).

68. 0708 08836 08/18/84 ship commander Tkachenko. When performing a flight Kalinin-Zaporozhye on a descent from H = 6000 m for landing when retracting the thrust levers from 76 to 40 degrees. The speed of the turbine and propellers of the 3rd control unit dropped to 78 degrees. with switching off the GT120PCh6 generator by frequency. The crew turned off the engine, inserted the propellers into the feathered position using the KFL-37 button, and made a normal landing. Reason: failure of the P-90 regulator. The aircraft was restored by replacing the P-90 regulator at the Zaporozhye airfield by a group of specialists from the ITS unit. After being removed from the state, it was located at the Migalovo airfield (Tver), in the storage area.