Before the New Year, all information about the lost Tu-154 disappeared from the air, as if by order. It’s as if someone decided not to disturb public opinion, not to darken the holiday for the population. Of course - only with good intentions...
Let us remind you: the tragedy occurred at 5:40 Moscow time, 1.7 km from the coast. The Ministry of Defense airliner was flying to the Syrian Khmeimim with a noble mission: to congratulate the compatriots performing their military duty there on the holiday. Therefore, on board was the group of the world-famous Academic Song and Dance Ensemble of the Russian Army named after A. V. Alexandrov, as well as the founder of the Fair Aid Foundation, Elizaveta Glinka (Doctor Lisa), and journalists. There are 92 people in total, eight of them are crew.
Different versions of the disaster have been put forward. One of the latest was presented by LifeNews TV channel. Allegedly, the board was overloaded, and one of the pilots mixed up the toggle switches for retracting the landing gear and flaps. This version, in our opinion, is untenable. Let's explain why.
Indeed, these toggle switches are located nearby on the instrument panel, and the right pilot is responsible for them. But only a beginner can confuse them. All aircraft control skills are practiced from the cadet bench to automaticity, to muscle memory. The crew of RA-85572 has flown thousands of hours; experienced pilots do not make such mistakes even in a state of extreme fatigue.
The ship's commander, after the report from the right pilot about abnormal operation of the flaps, immediately assessed the situation as critical and began to make a right turn towards the shore, apparently to try to land the board on the water. But he was unable to get the car out of the roll due to its low altitude and speed. The plane fell into an uncontrolled fall, hit the rear fuselage on the sea surface and collapsed. Apparently, it simply came off, after which the right wing of the multi-ton Tu-154 crashed into the water, and it split into several parts. This explains the fact that no large fragments of the fuselage were preserved, and the passengers were torn from their seats and their bodies were carried away by the current. They still can't find everyone. According to the Military-Industrial Courier, at the time of posting this article, 80 bodies were raised, some of them were simply washed ashore by a wave.
Let us repeat: it is unlikely that the right pilot could have mixed up the toggle switches (gear and flap control levers) even in a state of extreme fatigue. Flying at night is certainly fraught with stress and risk. But two hours from Chkalovsky to Sochi is not the hardest work, so there is no need to talk about pilot fatigue. And even if one of them (let’s say) accidentally mixed up the toggle switches, he could immediately correct the mistake, realizing that an emergency situation had arisen. It developed for only 10 seconds and, as follows from the decrypted recording of the pilots’ conversations, it was the one on the right who shouted “Flaps, bitch, what the f*ck!” That is, he immediately assessed the situation, controlled it, but for some reason could not correct it.
The second reason for the crash is said to be overloading the plane. However, this, as they say, is over the counter. Tu-154 of the Ministry of Defense is not a civilian aircraft from the outback. The crashed airliner was based at the Chkalovsky airfield near Moscow and was part of the Federal State Budgetary Institution “State Airline “223rd Flight Detachment” of the Russian Defense Ministry that transports military personnel. That is, he had a special status. At a military airfield, the access system and control over the preparation of equipment are stricter. And in the context of the confrontation with the IS banned in Russia, counterintelligence is actively working here - part of the FSB structure. Therefore, it is impossible to intentionally overload an aircraft for the purpose of sabotage. In addition, two planes flew to Khmeimim that day. One - with a load of charitable aid and gifts that Dr. Glinka was just supposed to distribute, the other - with passengers.
The Tu-154B-2 modification is designed to carry 180 passengers. In fact, there were 84 of them on board. That is, it was possible to take almost 100 more passengers or equivalent cargo. But this was not necessary for the above reason. That is why no luggage could move to the rear of the plane and affect the alignment.
The bottom line is that the flight altitude is low: 250-270 meters, which the Tu-154 managed to reach in two minutes. But this is not fatal either. There are known cases of successful landing of such liners on the water. Suffice it to recall the emergency splashdown of a Boeing with failed engines on the Hudson in 2009.
So what then was the fatal circumstance?
“The investigation is still considering six versions of what happened,” Major General Igor, First Deputy Chief of the Operations Directorate of the Air Force General Staff (1997–2003), Leading Advisor to the Federation Council Committee on Defense and Security (2003–2013), told the Military-Industrial Courier. Semenchenko. “But personally, I think it could still have been a terrorist attack.”
Semenchenko knows what he is saying, since for a long time he was responsible for the investigation of aviation accidents in the Air Force. Whether it will be possible to find the cause of the terrorist attack is another matter, since it is not necessary to plant an IED in luggage to carry it out. It is enough, figuratively speaking, to insert a screwdriver into one of the flap release mechanisms. However, a foreign object could remain there, of course, by accident, after maintenance. But this is a matter for investigation.
Indirect confirmation that it was precisely this circumstance (a foreign object in the flap release mechanisms) that caused the emergency is the decision of the leadership of the RF Ministry of Defense to transform the Federal State Budgetary Institution “State Airline “223rd Flight Detachment” into a special aviation division that existed before. In 2017, the Special Purpose Aviation Division (ADON), disbanded in 2010, will be recreated at the air base in Chkalovsky. And although, as stated in the RF Ministry of Defense, this is not related to the plane crash, the reincarnation of ADON will certainly not only revive the best traditions of the famous aviation unit, but will also create conditions for the functioning of a real military unit with high executive discipline, clear organization of life and everyday life of the pilot composition.
The aircraft fleet of the recreated division will include turbojet Tu-134 and Tu-154, transcontinental Il-62 and Il-18, which have been modified and modernized, equipped with the latest electronic equipment. Of course, more modern cars will appear. By the way, Defense Minister Sergei Shoigu himself flies a Tu-154. Thus, ADON will become the most important logistical element in support of the military operation in Syria. Before its disbandment in 2010, ADON planes and helicopters transported and evacuated Soviet and Russian military personnel and civilian specialists from hot spots throughout
The 800th Air Base (AVB) of the 2nd category, whose fleet included the Tu-154B-2 that crashed in Sochi, will be reorganized next year. On its basis the legendary Special Purpose Aviation Division (ADON) will be re-created.
The formation of ADON on the basis of the 800th aviation base of the 2nd category will begin at the beginning of next year. The division will be based at the Chkalovsky military airfield near Moscow. This information was officially confirmed to Izvestia by the Russian Ministry of Defense.
Before its disbandment in 2010, the special purpose division's planes and helicopters transported and, if necessary, evacuated Soviet and Russian military personnel and civilian specialists from hot spots around the planet.
According to experts, the new aviation unit will become the most important logistical element for supporting the military operation in Syria, as well as expanding Russian international military cooperation. ADON's aviation fleet will include turbojet Tu-134 and Tu-154, transcontinental Il-62 and even rare turboprop Il-18. All aircraft of the division underwent special modifications. In particular, they were equipped with classified communication systems and modern radio navigation equipment, allowing them to fly on international passenger air routes.
ADON traces its history back to the special purpose aviation unit formed in 1927. Later, this military unit was reorganized into an aviation detachment, a squadron, and then a special-purpose regiment. In 1942, the air regiment became a brigade and then a special purpose division. In addition to transporting people and cargo, the pilots and navigators of the aviation unit tested the latest models of aviation equipment, and also carried out unique ultra-long-distance flights. Joseph Stalin made his only air flight on her plane (to a conference in Tehran).
After the war, the division's flight personnel transported personnel and cargo around the globe, including Afghanistan, Angola and Vietnam. The division's planes and helicopters were constantly used to transport the military-political leadership of the USSR and Russia, as well as support their visits to foreign countries.
In 2010, ADON was disbanded, and on its basis the 800th Aviation Base (AvB) of the 2nd category was formed, where all special-purpose aircraft and helicopters were transferred.
The division was demoted to a regular aviation regiment,” said military historian Dmitry Boltenkov. - Personnel were reduced, and many aircraft were taken out of service and were mothballed in Chkalovsky. The remaining vehicles were primarily used to transport passengers and cargo across Russia. Only airliners specially equipped to transport the Minister of Defense were actively flying abroad.
But with the start of the operation in Syria, Tu-154, Il-18 and Il-62 from the 800th air base became permanent guests in the skies of this country. The planes not only transport soldiers and officers, but also act as leaders for Su-24 and Su-34 front-line bombers and Su-30 and Su-35 fighters flying to the Khmeimim air base. According to the FlightRadar24 resource, special purpose aircraft operate several dozen “Syrian” flights every month.
For transporting ordinary military personnel with personal belongings and weapons, ordinary civilian airliners are best suited, independent military expert Anton Lavrov told Izvestia. - Unlike military transport aircraft, such aircraft have more space for ordinary passengers and are more convenient to fly long distances. Airliners are also faster and require fewer resources to maintain and operate. Therefore, NATO countries and the United States have long been actively using civilian airliners to transport personnel to Afghanistan, Iraq and other remote areas of the globe.
According to the expert, the aircraft of the 800th air base have become the most important logistical element of the Russian operation in Syria.
Russia is expanding military cooperation with other countries of the world. There is an exchange of specialists and joint military exercises,” Anton Lavrov explained. - Taking into account the need to support the Syrian operation of the Russian Aerospace Forces, it is necessary to expand its air transportation capabilities. Therefore, the Russian Ministry of Defense requires more passenger aircraft and their crews, which the newly formed ADON must provide.
According to Izvestia, a newly formed Special Purpose Aviation Division (ADON) will appear on the site of the 800th air base of the Russian Ministry of Defense. TU-154, which crashed near Sochi, was part of the park of this base. The reorganization will take place in 2017. ADON will be located on the territory of the Chkalovsky military airfield near Moscow.
The division, disbanded in 2010, was responsible for transporting and sometimes evacuating military and civilian personnel from combat zones.
According to experts, the updated aviation unit will help provide logistics in various military operations, for example, in Syria. ADON's fleet will include Tu-134 and Tu-154, Il-62 intercontinental jets and one of the first Soviet turboprop airliners, Il-18. For service in the division, the aircraft were modified. They were equipped with classified communication systems and updated radio navigation equipment, allowing them to fly on international passenger air routes.
ADON was formed from a special purpose aviation unit created in 1927. Over time, this military unit was reorganized into an air squadron, a squadron, and later into a special-purpose regiment. In 1942, the aviation regiment transferred to a special purpose division. During the war, air unit workers transported people and cargo, also tested the latest types of aircraft and conducted ultra-long-distance flights. Joseph Stalin was taken to the conference in Tehran by a division plane. This was his first and only flight.
At the end of the war, the division's pilots transported personnel and cargo all over the planet, including Afghanistan, Angola and Vietnam. The division's planes and helicopters were involved in transporting the military-political leadership of the USSR and Russia, and also supported their visits abroad.
In 2010, ADON was disbanded and in its place an 800-strong 2nd category air base was created. All special-purpose aircraft and helicopters were transferred to its composition.
“The division was demoted to a regular aviation regiment,” said military historian Dmitry Boltenkov. — Personnel were reduced, and many aircraft were taken out of service and were mothballed in Chkalovsky. The remaining vehicles were primarily used to transport passengers and cargo across Russia. Only airliners specially equipped to transport the Minister of Defense were actively flying abroad.
Independent military expert Anton Lavrov told Izvestia that civilian airliners are more suitable for delivering soldiers with personal belongings and weapons. They are distinguished from military transport aircraft by their large passenger capacity and convenience for long-distance flights. Such airliners have high speed and require little resources for maintenance.
Today, the Russian Federation is developing partnerships in the military sphere with other countries. There is an exchange of specialists and joint military exercises. In this regard, the Russian Ministry of Defense needs to increase the number of civilian aircraft, which should be ensured by the newly formed ADON.
Aviation of the Russian National Guard troops
Aviation Ministry of Emergency Situations of Russia
Location on the map of Russia
| External video files | |
|---|---|
| Filmography | |
| (Films about Shchelkovo airfield) | |
| Levanevsky's last flight. | |
| Chkalov. Mysterious circumstances of death. Secret stories | |
| Shchelkovo-3/village Chkalovsky / Garrison House of Officers Aviagorodok March 14, 1976. A song about a deceased pilot, dedicated twice to the Hero of the Soviet Union Nikolai Skomorokhov and his deceased friend. Vysotsky V.S. | |
General information
The 1st class airfield is capable of receiving An-124, Il-62, Il-76, Tu-154 and lighter aircraft, as well as helicopters of all types. Runway classification numbers (PCN): Runway 12P/30L 31/R/A/W/T, Runway 12L/30P 42/F/B/X/T.
The 800th Air Base (2nd category, military unit 63576), now the Special Purpose Aviation Division, was stationed at the airfield, consisting of:
- 353rd Special Purpose Aviation Regiment
- 354th Special Purpose Aviation Regiment
Story
Early 1930s
In 1929, a decision was made in Moscow to create a new flight test base of union significance near Shchelkovo between the villages of Zharkovo, Kishkino and Khotovo. The largest runway made of reinforced concrete slabs (RCS) in the USSR was built here. Wind tunnels, hypobaric chambers, aircraft scales, a pilot plant and other scientific and testing facilities were also built. A little later, a launch hill was built here (the first prototype of the runway for “ski-jump aircraft carriers”), popularly called “Chkalovskaya”, for the launch of heavy aircraft, and, first of all, the experimental type of “RD” machines.
The founding date of the airfield is considered to be November 10, 1932, when the order of the head of the Red Army Air Force Ya. I. Alksnis was signed on the commissioning of the airfield. On this date, the second order was signed - on the relocation of the Air Force Research Institute (GLITs MO named after V.P. Chkalov).
Already on November 11, 1932, the relocation of vehicles from the Khodynka airfield began, flying over Red Square. 45 aircraft walked in three columns behind the leader - the TB-3 bomber with tail number 311, crewed by V.P. Chkalov. The relocation finally ended in 1935.
Mid 1930s
In February-March 1933, here test pilot Yu.I. Piontkovsky tested the aircraft (cannon fighter) I-Z No. 39009. The aircraft carried one operational cannon (APK-4) under the left wing and its weight and size mockup under the right. A wooden platform was built for ground shooting. One of A.N. Tupolev’s associates, I.O. Nezval, who in 1932 was sent to aircraft plant No. 39 to assist in the development of serial production of TB-3, interestingly recalled the conduct of fire tests.
One day the director called me and asked me to start testing the D. P. Grigorovich fighter. It was necessary to determine the effect of the jet stream on the fuselage skin when firing from the Kurchevsky cannons installed on this aircraft. This order seemed rather strange to me, since at that time Grigorovich himself was at the plant, and the employees of his design bureau could have carried out this test themselves. However, the director insisted that I conduct this test... We carried out the test in winter on the territory of the Air Force Research Institute in Shchelkovo. At that time, this territory had just been allocated to the Air Force, and there were no buildings there yet. We built a platform there, 5-6 meters high, with an inclined plane for pulling the plane. The plane flew from the factory to Shchelkovo, and there it was installed on a platform from which the shooting took place. The tests were not particularly difficult. After each shot, we only had to determine the heat by touch and monitor the separation of the rivets. Since we did not detect any detachment of rivets or heating of the casing, we drew up a report with a positive conclusion.
It would seem that the matter with the Grigorovich Design Bureau ended there. However, after a little time, this matter had a completely unexpected and at the same time unpleasant continuation for me. One morning I am asked to familiarize myself with the director’s order regarding the subordination of the Grigorovich Design Bureau to me. Whether this happened because the director overestimated my abilities, or simply due to ignorance of the situation, but in any case it was an absurd decision, and I immediately ran to the director, explained as best I could the incorrectness of his decision and asked to immediately cancel the order. In fact, Grigorovich was a venerable, widely known aircraft designer, and suddenly he was subordinate to me, a very young, unknown designer. Of course, the director understood this and immediately canceled the order.
From September 14 to October 1, 1933, state tests of I-Z No. 39010, armed with serial APK-4 guns, took place here.
In the spring of 1934, construction of the largest runway at the airfield was completed and testing of ANT-25 backup aircraft began here. In 1934, two ANT-25s were preparing for a flight to break the range record: ANT-25-1 was prepared by A. I. Filin, ANT-25-2 was prepared by I. F. Petrov (other names: RD-1 and RD-2 - "Distance record"). The tests are carried out with certain difficulties; it is not possible to achieve the declared power and flight range. The planes are undergoing modifications. Thanks to pasting the corrugated parts of the aircraft with a fabric cloth, followed by coating with dope, polishing the surface of the protruding parts, and installing an M-34R aircraft engine with a gearbox, the ANT-25’s flight range increases. On September 10-12, 1934, the crew of M. M. Gromov (co-pilot - A. I. Filin, navigator - I. T. Spirin) along a closed route set a world distance record - 12,411 km, and an all-Union duration record - 75 hours.
“I believe that Tupolev is an enemy of the people,” Levanevsky declared almost from the threshold. - I refuse to fly on his planes and ask you to put this in the protocol!
However, G.F. Baidukov had his own firm point of view that the ANT-25 was capable of transcontinental flight (unlike S.A. Levanevsky, who began to select an aircraft from another designer).
Already in the fall, G. Baidukov offers V. Chkalov to organize a flight from the USSR to the USA via the North Pole. In the spring of 1936, Chkalov, Baidukov and Belyakov approached the government with a proposal to conduct such a flight, but Stalin indicated a different route plan: Moscow - Petropavlovsk-Kamchatsky.
Late 1930s
From August 11 to October 28, 1937, state tests of the ANT-42 took place at the airfield; in January and February 1938, tests were carried out with fixed ski landing gear for speed and altitude. The conclusion to the report states: “The aircraft has a ceiling greater than modern high-speed fighters, and speeds close to the speeds of fighters at an altitude of 7000-8000 m”.
Since December 1937, Plant No. 156 began modifying the first prototype ANT-42-1 (after the arrest of A.N. Tupolev, the aircraft was given the designation: “aircraft 42”), during which modernized AM-34FRNV engines were installed (rated power - 1050 hp).
Later, launches with world distance records were made from the airfield.
From the airfield on June 27, 1938 at 8 o'clock. 36 min. The crew consisting of pilot V.K. Kokkinaki and navigator A.M. Bryandinsky took off on the TsKB-30 Moscow aircraft, which made a non-stop flight along the Moscow - Far East route.
September 24, 1938 at 8 o'clock. 12 min. morning Moscow time, well-known medal-bearing pilots Valentina Stepanovna Grizodubova, captain Polina Denisovna Osipenko and senior lieutenant Marina Mikhailovna Raskova (navigator) took off on a non-stop flight from Moscow to the Far East on a twin-engine plane.
Great Patriotic War (1941-1945)
With the beginning of the war, three fighter regiments (401, 402, 403), two dive bomber regiments (410, 411), two heavy bomber regiments (420, 421), an assault regiment (430), a reconnaissance squadron (38) of three hundred pilots were formed here -testers of the Red Army Air Force Research Institute, as well as three airfield service battalions (760,761,762).
S.P. Suprun was associated with one of the legendary pilots of the Chkalov airfield from the first days of the Second World War. Lieutenant Colonel, commander of the 401st IAP (1st Special Purpose Fighter Aviation Regiment), on June 30, with the first and second squadrons, flew to the Western Front to their home base - Zubovo airfield, 20 kilometers south of Orsha. On the same day, he wrote his last letter to his parents in Sumy; this letter is kept in the Historical Museum in Moscow:
Chkalovskaya
Dear family.
Today I am flying to the front to defend my Motherland, my people. I have selected some wonderful eagle pilots. I will do my best to prove to the fascist bastard what Soviet pilots are capable of. Please don't worry. I kiss everyone.
Stepan.
On the same day, with an interval of five minutes, the 402nd IAP (2nd Special Purpose Fighter Aviation Regiment) under the command of Lieutenant Colonel P.M. Stefanovsky flies to its home base - the Idritsa airfield of the Western Front.
These air regiments were equipped with the then secret MiG-3 aircraft. Factory tests began in April 1940, the test pilot was A. Ekatov. Suprun monitored the progress of the preparation of this machine for the series; he was the leading MiG test pilot. Among others, the aircraft was tested by A. G. Kubyshkin, A. I. Kabanov, P. M. Stefanovsky, A. G. Kochetkov, A. I. Filin (the latter was shot by order of the military tribunal, in the first points of which he was given blamed for underestimating the range of the MiG-3).
In the very first days of the war, both regiments showed high fighting qualities.
On July 3, 1941, the 410th OPPB (special regiment of dive bombers) on the Pe-2 under the command of Colonel A.I. Kabanov (deputy commander F.F. Opadchiy) began combat missions on the Western Front. The deputy makes 18 combat missions in the regiment. squadron commander Hero of the Soviet Union S. S. Gaidarenko.
In July 1941, the 411th OPPB (a special regiment of dive bombers) was formed on the Pe-2 under the command of V.I. Zhdanov. However, due to its shortage, the material and personnel were distributed to other regiments. Zhdanov V.I. was reassigned as squadron commander of the 410th OPPB instead of F.F. Opadchy.
The formation of the 412th Long-Range Bomber Aviation Regiment (commander Colonel V.I. Lebedev) began on July 7, 1941, TB-7 aircraft were assembled throughout the country. In the Russian Air Force, the direct successor to the regiment is the 203rd Separate Guards Oryol Aviation Regiment (refueling aircraft).
On July 3, 1941, the 430th assault aviation regiment was formed, consisting of Il-2 aircraft under the command of Lieutenant Colonel Nikolai Iosifovich Malyshev (deputy commander Major A.K. Dolgov), based at Zubovo airfield. Already on July 5, 1941, the air squadron of A.K. Dolgov’s regiment delivered a significant blow to enemy military equipment on the airfield of the airfield in Beshenkovichi. Subsequently, on August 6, 1941, at its base, the 38th separate reconnaissance aviation squadron was formed from pilots of the Air Force Research Institute.
In August 1941, the USSR NKO decision No. 165163 of 08/15/41 was made to recall test pilots from the front. Also, in connection with the approach of the front line to Moscow, in the summer of 1941 the Air Force Research Institute was relocated to Sverdlovsk to the Koltsovo airfield, and by the Order of the USSR NKO dated January 25, 1943, the institute was returned to Chkalovskaya.
Post-war years
On August 18, 1980, Air Fleet Day, a monument was inaugurated near the airfield. Honored test pilot of the USSR, Hero of the Soviet Union Yu. V. Sukhov, who tested the Su-7B in 1958, spoke at the opening of the monument.
Current state
The 70th separate test and training special purpose aviation regiment named after them was based at the airfield. V. S. Seregina, part of the “Cosmonaut Training Center” (RGNII TsPK). The regiment was armed with Il-76MDK, Tu-154, Tu-134, L-39 aircraft. On the basis of the disbanded regiment, in 2010, the aviation department of the Federal State Budgetary Institution “Research Institute of the Training Center named after Yu. A. Gagarin” was created, to which the aircraft and flight technical personnel of the regiment were partially transferred.
Since 1992, the 8th Aviation Division of Special Purpose (8th ADON, formerly 10th OKABON, until 1960 the 2nd Aviation Red Banner Special Purpose Division (AKDON)) was based at the airfield, in 2009 it was reorganized into the 6991st Aviation 1st category base. On December 1, 2010, the base became part of the 6955th aviation base (Migalovo, since 2010 - the 8th military transport aviation regiment, and on the basis of units in Chkalovsky, the 800th aviation base of the 2nd category was formed.
Since 1998, in accordance with the order of the Russian government of 1998 No. 203 and in accordance with the order of the Ministry of Defense of the Russian Federation of 1998 No. 397, the Chkalovsky airfield is a joint airfield: in addition to aircraft of the Ministry of Defense of the Russian Federation, it has the right to receive aircraft of the Ministry of Internal Affairs of the Russian Federation, Roscosmos, as well as civil aircraft vessels (only on runway 12L/30P) by prior agreement.
From 1961 to 2011, the territory was located. Military unit 52531 and other military units (4 airfield service and security battalions) are stationed on the territory of the airfield.
In 2015, a new helicopter division of Ka-226T helicopters was formed at the Chkalovsky airfield.
In February 2017, the Special Purpose Aviation Division was recreated on the basis of the 800th air base.
Chkalovsky Airport
In accordance with the order of the Government of the Russian Federation dated December 19, 1994 No. 1973-r, Chkalovsky was opened for international flights of military aircraft, becoming an international airport - from here, with one-time permits, charter civil passenger and cargo air transportation is carried out; in December 1999, OJSC "Airport" was created Chkalovsky”, it was planned to open a special passenger terminal.
It was assumed that from July 2010, regular passenger flights to Abkhazia by Russian Air Force aircraft would be carried out from Chkalovsky Airport two flights a week. But Rostransnadzor issued an order dated January 22, 2009 No. ak-25fs “On refusal to grant a license to the Open Joint Stock Company “Chkalovsky Airport” with the wording: “Refuse to grant a license to carry out activities to ensure aviation security to the Open Joint Stock Company “Chkalovsky Airport” (short name - JSC “Chkalovsky Airport”,...) due to the non-compliance of the license applicant with the licensing requirements and conditions.”
Dutch architect Reinier de Graaf, as part of an exhibition-competition to develop the concept of the Moscow agglomeration in 2012, proposed creating a double electrical infrastructure network (one for high-speed rail, and one for electric public transport), which would connect four peripheral “magnets” around the airports Domodedovo, Sheremetyevo, Vnukovo and Chkalovsky. Chkalovsky Airport, according to the architect, should be converted into a cargo airport, so it could become one of the largest in the world.
Chkalovsky Airport is among the contenders for the status of the fourth international airport of the Moscow air hub.
In his speech at the third international conference “Russian Aviation Fuel Market” on March 28, 2013, Vice President of Transnefteproduct Vladimir Nazarov said that negotiations are currently underway with Gazpromneft-Aero to connect a branch from the ring main oil product pipeline to Chkalovsky Airport. This branch has existed for a long time, but the last time it was pumped from the KNPP to the Chkalovsky airport was carried out in May 2001. The Moscow Ring Petroleum Products Pipeline (KNPP) consists of three looped pipelines through which gasoline, diesel fuel and kerosene are transported without mixing. KNPP is connected by branches to Sheremetyevo, Vnukovo and Domodedovo airports. There is also a supply pipeline from the Moscow Refinery and an oil product pipeline from the Ryazan Oil Refinery.
One of the disadvantages of Chkalovsky Airport as the proposed 4th international airport of the Moscow air hub is difficulties with transport accessibility. To eliminate this deficiency, on January 27, 2014, the Ministry of Natural Resources authorized the cutting down of about 40 hectares of forest, including those belonging to the Losiny Ostrov National Park, for the construction of a 6-lane backup of the Shchelkovskoye Highway. The new highway will be 19.8 km long, will bypass populated areas and will allow you to reach the future airport by car in 15 minutes.
Incidents
An-26RT crash on April 20, 1988
The purpose of the training flight of the An-26 RT aircraft, tail number of the USSR Armed Forces - 04, was to practice take-off and landing in night conditions without the use of spotlights and headlights. After landing, the crew decided to perform an unscheduled takeoff from the assembly line and, for this purpose, sharply moved the engine control stick (ET) from 0° along the fuel handle position indicator (FPI). Before the plane took off, the right engine propeller feathered, which the crew did not detect in a timely manner and continued to take off. Having discovered the engine shutting down at an altitude of 70 m and a speed of 200 km/h, the crew made three unsuccessful attempts to start the auxiliary power unit. Contrary to the requirements of the flight manual, the crew began to start the right engine at an unacceptably low altitude and speed. The plane stalled, touched the roof of a two-story country house, fell into a small pond, collapsed and partially burned. The disaster occurred at a distance of 15 km from the Chkalovsky airfield in the village of Kudinovo, Noginsk district, Moscow region. The takeoff was carried out from runway 12.
6 people died, all crew members: ship commander S. N. Melnikov, assistant ship commander A. Yu. Filippov, navigator I. Berendeev, flight engineer I. Glukhov, flight radio operator V. Korostin, flight mechanic I. Kuzovkov.
Il-76TD crash on July 14, 2001
On July 14, 2001, a cargo plane Il-76TD of Rus Airlines was flying to Norilsk. The takeoff was made at a speed of 290 km/h, which is 25 km/h higher than the recommended flight manual. At an altitude of about 10 meters, the aircraft commander (PIC) began to perform a right turn with a bank of 7° in order to compensate for the deviation to the left of the take-off course.
In violation of the flight manual requirements, during the turn, at an altitude of 23-24 meters, the stabilizer was shifted from −5.4° to −3.9° to a dive in the absence of compensating deflection of the elevator. The most likely reason for the control of the stabilizer could be that it was set in a position that did not correspond to the actual value of the weight and alignment.
The commission of investigation found that controlling the stabilizer on takeoff was a typical and regularly recurring violation by PIC V. S. Boyko. At the same time, facts were also revealed when the flight command staff themselves used similar techniques for controlling the aircraft during takeoff. The rate of climb after the aircraft took off was approximately 1.7 m/s, and after the stabilizer was deflected, the climb stopped and a decrease occurred to a height of 20-21 meters. One second before the collision with an obstacle (trees along the take-off course), the elevator was deflected by 11-12° to pitch up, but it was not possible to avoid a collision. The plane, at a distance of 930 meters from the end of the runway and 47 meters to the right of the axis, collided with trees in the near drive area at an altitude of about 22 meters. As a result of the collision, the third and fourth engines, the right slat and flap, and the fairing of the niche of the main landing gear were destroyed. Subsequently, the plane collided with the ground at a distance of 1,460 meters from the end of the runway and collapsed. The centering of the aircraft was not calculated by the center controller. There was no plan for loading cargo onto the plane. As a result of the research carried out during the investigation, it was found that the actual take-off weight of the aircraft was approximately 204 tons, the alignment was 29.8% of the MAR. Thus, the take-off weight of the aircraft exceeded the maximum permissible by approximately 14 tons. After the fall, 70 tons of aviation kerosene from the aircraft tanks ignited. Emergency Situations Ministry forces were deployed from part of the Moscow region to extinguish the fire. It can be considered a happy circumstance that the plane crashed into the forest without hitting a single populated area in this fairly densely populated area, since there are dozens of holiday villages around the airport, as well as the city of Shchelkovo and the village
The division carried out tasks from the Headquarters of the Supreme High Command and the Air Force Command to transport the leaders of the party, government and the Red Army, to relocate air force units and formations, to drop paratroopers and paratroopers deep behind enemy lines, to deliver ammunition to partisans, and to transport cargo for various purposes.
During the war, the division carried out 111,048 sorties, including 3,408 of particularly important ones. Members of the Government, marshals, generals, officers and other passengers, 404,362 people and 34,019 tons of cargo were transported.
In December 1943, he flew with Stalin, Molotov, Voroshilov, and Beria to the Tehran Conference.
Among the passengers of the division were also such prominent figures of the Party, Government and Army as Malenkov, Bulganin, Zhukov, Vasilevsky, Shaposhnikov, Budyonny, Timoshenko, Novikov, Voronov and others.
On July 28, 1944, a flight was made with the Polish Committee of National Liberation.
In January-February 1945, a group of division crews carried out a task from the Government in connection with the ongoing Crimean Conference.
In April-May 1945, a group of division aircraft flew from Moscow to San Francisco with delegates to the United Nations conference.
Division composition
| Subdivision | Period | Note |
|---|---|---|
| 1 tap ON | ||
| 2 tap ON | ||
| 3 tap ON | ||
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