Friday, 1st of February, 1985

– Belarus

Aeroflot Flight 7841, a domestic scheduled passenger flight from Minsk-2 International Airport (MSQ/UMMS), Belarus, to Leningrad-Pulkovo Airport (LED/ULLI), Russia, operated with a Tupolev Tu-134AK, registration CCCP-65910, crashed into a forest shortly after take off about 10 km (6.3 mls) east of Minsk-2 International Airport (MSQ/UMMS), Belarus.

The aircraft was destroyed. Three crew members and 55 passengers were killed. The remaining three crew members and 19 passengers survived. (58 fatalities, 21 survivors)

The crash of Flight 7841 is the second deadliest aviation accident in Belarus history. It is also the 12th worst accident involving the Tupolev Tu-134.

– Details:

om January 25 to February 1, the aircraft was parked in an open parking lot at Minsk Minsk-2 in conditions of precipitation and negative air temperatures with significant differences, fueled with fuel. On January 30 and 31, the aircraft was serviced in F-2 form. On the morning of February 1, the plane controlled by the crew of the 104th flight detachment was supposed to perform flight No. 7,841 at the Pulkovo a / c. Immediately before takeoff, separate ice spots were removed from the surface of the wing with hot water and the Arktika anti-icing fluid. The fuselage was not processed because there were no deposits of ice and snow on it. Preparation of the aircraft for the flight was carried out in full. The crew examined the aircraft on the route envisaged by the RLE. There were no comments. The take-off weight of 46,000 kg and the centering of the aircraft at 25.5% of the MAR were within the prescribed limits.

The actual weather in the Minsk-2 a / p was: cloudy 10 points 160 m high, haze, visibility 1900 m, OVI 3100 m, wind 180 ° 5 m / s, gusts up to 8 m / s, wind at a height of 240 ° circle 12 m / s. The pressure is 731 mm Hg, the air temperature is (-2) ° C, the Acceleration is 0.35, the humidity is 94%.

Forecast for landing: occasional visibility of 1,500 m, haze, rain, snow. Cloudy 10 points with a height of 120 m. Tendency: ice, in the clouds and precipitation strong icing.

With the permission of the ATC service, at 07:47 the aircraft was towed to the launch point abeam the parking lot 5, where at 07:52, with an interval of 40 seconds, both engines were started. According to the testimony of the second pilot, the PIC was turned on, which was reported to the PIC by a flight mechanic and co-pilot. At the executive start with the permission of the dispatcher, the engines were warmed up for 1 minute at 77% on the RPM. Takeoff with MK = 134 ° was performed without deviations. The length of the run was 1,300 m, which corresponds to the calculated value. The separation is made at 07:59:35 at a speed of 290 km / h.

6 seconds after the break at a height of 35 m at a speed of 325 km / h, there was a sharp drop in the speed of the left engine, accompanied by claps and a throw in the gas temperature behind the turbine. The crew retorted the roll and turn of the aircraft in the direction of the failed engine and continued to climb.

At the command of the PIC, the co-pilot reported to the dispatcher of the circle about the failure of the left engine and the accepted approach to landing with a course opposite to the landing one. The flight leader took emergency measures for radionavigation and lighting support for the approach. Within 1.5 seconds, all systems were switched to a landing course of 314 °. At an altitude of 220 m and an instrument speed of 340 km / h, the flight mechanic, at the command of the FAC, began to remove the flaps. At the end of the harvest, after 65 seconds after the plane was taken off, the second clap sounded and the light alarm “right engine malfunction” and “high vibration” was triggered. After another two seconds at a height of 240 m at a speed of 325 km / h, the engine speed fell. The plane was in the clouds.

Trying to maintain speed, the FAC turned the plane into a decline at a vertical speed of 7 m / s. After leaving the clouds at an altitude of 100-120 m, the plane was above the forest with a height of trees up to 30 m. If it was impossible to continue the flight, the crew decided on a forced landing in front of the forest.

At an altitude of 22 m with a right roll of 5 °, the plane collided with treetops. Continuing to collide with the trees and starting to collapse, after 348 m the plane with the MK = 82 ° and with the right bank of 15-20 ° collided with the ground. After that, an aircraft with a MK = 92 ° advanced 110 m along the ground. At the end of the movement, the fuselage was destroyed around the 42th frame in cross section, while its front part turned to the right by about 90 ° and turned to starboard. The tail part turned on 35 ° relative to the axis of motion. The aircraft, with the exception of the tail section, burned out.

As a result of the disaster, which occurred at a distance of 10,100 m with an azimuth of 92 ° from the KTA, 3 crew members (flight mechanic, navigator and flight attendant) and 55 passengers were killed. The rest were aboard injured. The crash site was discovered by ground search groups with a significant delay, 3 hours 14 minutes after the crash (at 11:15).

Estimated weather in the area of the incident: haze, fog, visibility 800-1000 m, cloudiness 10 points with a height of 70-120 m.

– Cause:

“the cause of the disaster is the failure of engines No. 1 and 2 after take-off in ascent due to ice entering their entrances, which led to surging, destruction of compressors and burning of turbine blades. Due to significant damage to the aircraft and engines, it is not possible to determine the cause of ice ingress.

In a dissenting opinion, members of the commission representing the MAP and OKB insist that the de-icing of the aircraft and the quality check of the crew’s handling were not satisfactory and the ice formed during the seven-day stay of the aircraft in the open parking area could remain on the wing surfaces.”

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