Airplane El 410. How it is made, how it works, how it works. L410 crash in Khabarovsk region

The Russian Ural Mining and Metallurgical Company (UMMC) has decided to become the sole owner of the production of the small local aircraft Let L-410, also known as the “Turbolet”. To achieve this, UMMC is going to increase its own share in the stake in the Czech company Aircraft Industries from 51% to 100%, ITAR-TASS agency reports. The L-410 aircraft is considered by the Russian side as the main model for modernizing regional aviation fleets and restoring the network of local airlines. It is expected that leasing of new aircraft will be carried out with budget support. The heads of Russian regions are going to determine specific mechanisms for this support at a meeting in September 2013.

Currently, the main product of the Czech airline is the L-410UVP aircraft. This model is a short-haul aircraft with a short takeoff and landing distance for 19 passengers. The first modification of the Let L-410 aircraft took to the skies back in 1969. In the post-war years, the Czech “Turbolet” became the first foreign aircraft to fly on Soviet airlines. On the basis of this vehicle, a large number of different modifications for transport, military and special purposes were created. In particular, this aircraft is widely used in Russian military and civilian flight schools, where it serves to train future military transport and long-range aviation pilots.

After the transfer of 51% of the shares of the Czech enterprise into the hands of UMMC, the Czech aircraft manufacturer received additional orders for its main product - L-410 UVP-E20. In 2009, after a fairly long break, aircraft deliveries to Russian customers resumed - first to civilian companies, and later to the Russian Ministry of Defense. As of 2012, the Russian Air Force had 7 L-410 UVP-E20 aircraft in service, while the concluded contracts and option provide for increasing the fleet of these aircraft to 15 aircraft.

Today, Aircraft Industries supplies regions of Russia with a modernized version of the aircraft, which is equipped with H-80 turboprop engines, which are produced by a General Electric division in the Czech Republic. According to UMMC, the installation of these engines significantly improved the aircraft's operational characteristics, increasing, in particular, the flight range from 1,420 to 1,520 kilometers. Currently, the L-410 aircraft is listed in the fleets of the Russian companies KrasAero and Orenburg. The Buryat airline PANH and the government of the Khabarovsk Territory are ready to purchase several aircraft. Earlier, the Ministry of Transport and the Ministry of Industry and Trade of Russia stated that 9- and 19-seat aircraft are needed to develop the domestic air transportation market, but such modifications are not produced in Russia.

Let L-410 “Turbolet” is a Czechoslovakian, later Czech twin-engine universal aircraft intended for operation on local airlines. It is a twin-engine turboprop high-wing aircraft with a single-fin tail. Also known under the names: Let, Let L-410, L-410, Turbolet, Elka, Cheburashka. As of 2012, more than 400 aircraft of this type were in operation around the world.

The most common version of the aircraft was the L-410UVP modification; in this version, the takeoff and landing distance of the aircraft was reduced. The abbreviation UVP means “short takeoff and landing.” The aircraft of this modification first took to the skies back in 1976. Initially, the machine was equipped with a conventional set of Soviet-Czechoslovak-made aviation equipment. The model differed from its predecessors in the increased dimensions of the wing and vertical tail, an extended fuselage, the use of spoilers and more efficient engines.

It is worth noting that the design and production of small aircraft and air taxis in the countries of the Council for Mutual Economic Assistance (CMEA) bloc was the prerogative of the Czechoslovakian aviation industry. Czech-made aircraft flew not only in the countries of the socialist camp, but also in Switzerland, Italy, Great Britain, the USA, Australia and other countries of the world. The four-seat air taxis Aero-45, Super Aero-45S and Aero-145, as well as the L-200 Morava, were in particular demand. Therefore, it is not surprising that when the question arose of choosing a small short-haul aircraft for mass production, the choice fell on the Czech L-410, which most fully corresponded to most of the parameters announced in the terms of reference of the State Research Institute of Civil Aviation.

The small passenger aircraft L-410 “Turbolet” was designed by the designers of the Let company in 1966-1967, work on the project was headed by Ladislav Smrček. It was assumed that this aircraft could be used in a fairly wide temperature range from +50 to -40 degrees Celsius. Czech specialists were guided by Soviet technical specifications and took into account in advance the difficult climatic conditions of operating the aircraft in the USSR, which was to become the main customer of the aircraft.

In total, by the end of 1978, 100 L-410M/MU aircraft were purchased from the USSR for the Ministry of Civil Aviation. In the Soviet Union, “Turbolets” replaced the famous “corn trucks” of Antonov, which transported unpretentious Soviet passengers on the air pits of local air lines. It is worth noting that the pilots who were “transferred” from the An-2 to the L-410 perceived the newcomer in two ways. On the one hand, the Czech aircraft had many advantages. Firstly, it had 2 engines, it won 2 times in safety. The plane had a set of modern navigation and radio equipment, and a high level of comfort was provided for passengers... But, on the other hand, for pilots of the civil air fleet, the An-2 has always remained the free “gasoline breadwinner” of their personal “Zhiguli” and “Volga” , while the Czech plane was flying on kerosene. And the An-2 was a more unpretentious machine in operation. More precisely, the flight technical personnel treated the issues of operating the Soviet An-2 much more simply. In general, it was considered very prestigious to switch from the An-2 to the Czech L-410.

In total, starting from 1969, 1104 L-410 of various models were produced in Czechoslovakia and the Czech Republic, of which 862 aircraft ended up in the USSR. It is interesting that the 1000th “Turbolet” was produced back in 1990 and transferred to Aeroflot, after which their production volumes were significantly reduced. With the collapse of the CMEA, and subsequently the Soviet Union, the demand for these aircraft decreased sharply. Despite this, Turbosts are still in use in more than 45 countries around the world.

Currently, a version of the L-410 UVP-E20 aircraft is being produced in the Czech Republic, which can be equipped with analogue or digital avionics (customer's choice), a TCAS mid-air collision avoidance system and an autopilot. The L-410 UVP-E20 aircraft received the IAC AR certificate.

Flight characteristics of L-410 UPV-E20:

Dimensions: wingspan – 19.48 m, length – 14.49 m, height – 5.83 m.
Wing area – 34.86 sq. m.
The maximum take-off weight of the aircraft is 6,600 kg, empty weight is 4,050 kg.
Engine type – 2 HP GE H80-200, power – 2x800 hp.
Maximum speed – 395 km/h.
Practical flight range – 1500 km.
Practical ceiling – 8,000 m.
Crew – 2 people.
Commercial load – 19 passengers or 1800 kg. cargo

Information sources:
-http://www.newsru.com/finance/25jul2013/rul410plane.html
-http://www.airwar.ru/enc/craft/l410.html
-http://ru.wikipedia.org/wiki/Let_L-410_Turbolet

Development of the L-410 aircraft began in 1966. The first sample flew into the air after 3 years. It carried its first passengers at the end of 1071. This flight was operated by the Czechoslovak company Slov Air. The following year, Czechoslovak developers transferred 5 cars to the USSR. Despite the good flight characteristics, work to improve the aircraft continued. So, already in 1973, the L-410M took off, equipped with an engine made in Czechoslovakia.

The next, more advanced modification, L-410UVP, appeared in 1979. It was distinguished by larger wings, vertical tail surfaces, and a longer fuselage. This modification became a production model.

But its improvement continued. In 1984, the L-410UVP-E version appeared, featuring more powerful engines. After 2 years, the aircraft, which received a certificate in the USSR, again received a different, powerful engine.

In the 90s, due to a decrease in demand, aircraft production was reduced to 2–5 per year, although before that they were produced at a rate of 50 per year. This continued until 2008, when 51% of the shares were purchased by the Ural Mining and Metallurgical Company. The production of aircraft increased and reached 11 units in 2013. There was no further increase. Currently, most aircraft are in poor condition. But some L-410s continue to fly.

This small aircraft has enjoyed and continues to enjoy some popularity. It has been and continues to be exploited, albeit without its former intensity, in 40 countries. It has performed well on local airlines even in Australia and Greenland.

In Russia, the L-410 is rarely used, since a significant portion of local flights are not operated. These aircraft are available in the fleets of KrasAero, Orenburg and PANH Airlines, located in Buryatia. Interest in the aircraft is being shown in the Ministry of Transport and the Ministry of Industry and Trade, as well as in some regions with large territories with an undeveloped road network.

Although the developments used in the L-410 are far from new, a number of innovations introduced into it in subsequent years make it possible to operate the aircraft with efficiency no less than existing modern models. Thanks to the use of new engines, its flight range has been significantly increased, and various cabin options allow it to be used not only as a passenger aircraft. Another advantage is the ability to use this aircraft at temperatures from minus 40 to plus 50 degrees. It should also be clarified that the L-410 can land on a dirt runway.

The airliner's interior: comfortable and inconvenient places

Although the cabin of this small aircraft is designed for passengers traveling short distances, it is equipped with all possible amenities. The seats are not much different from those installed in large airliners. Of course, sitting in them for a long time will be tiring, but this machine does not perform long-distance flights.

The seats are arranged in 7 rows. But there is an option in which there are fewer rows. In this case, the number of seats is not 19, but only 17. In the first option, the best seats are those in the first row. There are only 2 of them here: A and C. They are located on the left and right of the portholes. For a tall passenger, seat B, located in the second row, is most comfortable. There is no chair in front of him, which makes it possible to place his legs quite comfortably.

During the flight, the noise of the running engines is clearly audible in the cabin. But it is not particularly loud. So passengers can talk to each other, as happens in any type of transport. There is no need to shout in the cabin.

A well-installed heating system ensures a comfortable temperature during the flight. So even in winter you can be here without warm jackets, coats, or fur coats. They can easily be placed on luggage racks. These shelves are enough for all passengers, but you cannot place anything bulky there.

Accommodation for passengers with large bags is also difficult. When going on a trip with more or less substantial luggage, you should place it in the luggage compartment. There are two such compartments on the plane. Although they are not very large, there is enough space for everyone.

Usually, when flying, many passengers simply do not know what to do to make the travel time pass unnoticed. In the cabin of this aircraft, passengers in the front rows are usually engaged in watching the work of the pilots. There is no blind door between the cabin and the cabin, so it is easy to observe what is happening in the cabin.

Since the flights are carried out at low altitudes, usually not exceeding 3 thousand meters, the pictures floating below are clearly visible through conveniently located windows. The advantage here is that you can look at the ground from any row. The view is not blocked by the wings located above the windows.

Of course, we should also mention such conveniences in this small plane as a toilet. It is located in the tail section. Of course, for passengers in the sixth (seat A) and seventh (seat B) rows, such proximity brings inconvenience. However, the toilet door opens not towards the passage, but towards the entrance door, and there are few passengers in the cabin.

A special feature of the cabin is its narrow passage. It is almost impossible for two people to pass each other in it. But there is no moving towards each other on an airplane. In addition, flight attendants do not appear in the aisle with trolleys, as happens on large planes.

In the diagram below of the cabin of an aircraft designed for 19 In the diagram below of the cabin of an aircraft designed for 19 passengers, the numbering, as usual, begins on the left. The order of the seats is A, B, C. Number 5 indicates the toilet, number 11 indicates the luggage compartment.

Does the airplane have a future?

In recent years, measures have been taken to revive small aviation in Russia. This also applies to the L-410 aircraft. Workshops for its production are being installed in the “Titanium Valley”, where UZGA decided to place them. The commissioning of production capacity should occur in 2018. It is planned to produce aircraft not only for civil aviation, but also capable of performing a number of other tasks. This will include the production of vehicles intended for the armed forces.

In all cases, the latest technologies will be used in production, which will make the aircraft safer and more comfortable. The passenger version of the L-410 will be used on intraregional lines, as well as for communication between cities in different regions with insignificant passenger flow between them.

Characteristics of L-410
Length: 14.487 m.
Height: 5.83 m.
Wingspan: 19.478 m.
Wing area: 34.86 sq.m.
Fuselage width: 1.92 m.
Cruising speed: 310 km/h.
Maximum speed: 395 km/h.
Flight range 1500 km.
Number of passenger seats: 19.
Crew: 2 hours

Conclusion

Available information suggests that the L-410 aircraft has not exhausted the possibilities for continued operation and further improvement. Its special advantage is its ability to take off and land where other airliners cannot do this. The ability to fly at high and low air temperatures allows it to be used in a wide variety of climatic conditions.

The number of passengers carried, although not as large as that of larger airliners, is, however, in most cases sufficient for passenger requests, since the aircraft is usually used on intraregional lines, or on routes between cities not so far apart from each other. During flights, passengers are in conditions almost equal to those existing in large airliners. Further improvements will make these conditions more comfortable.

Taxi cost calculation to the airport

As we wrote earlier, our country is implementing a program to localize the L-410 regional twin-engine aircraft (see our material ), we also reported on work on the domestic VK-800S engine (see. ). The Ministry of Industry and Trade of the Russian Federation has published new data on the state of work on regional aviation aircraft.

According to Deputy Minister of Industry Oleg Bocharov, now Work on transferring L-410 production to Russia is in the following state:

100% Russian on-board radio electronics are ready for the aircraft. Its quality is seriously higher than what Thales offers, and for the first time for KRET (Concern Radioelectronic Technologies), a Russian product is cheaper (!) than an imported analogue, despite the small production volume. For the first time in a modern civil aircraft manufacturing project, the industry has reached the level of economically justified import substitution, and this is a real positive from our defense industry.

The new VK-800S engine was first tried on the L-410 last summer. Now the first experimental series of these power units with a Stupino propeller is being assembled.

In November 2018, the President of the country was presented with the first aircraft produced at UZGA (Ural Civil Aviation Plant), the production of which is localized in Russia. The new assembly shop with an area of ​​12,500 square meters allows us to say that the serial production of the L-410 is technically ensured to the level of 20 aircraft per year.

« We are already certified float landing gear for L-41 0 (see). The plane took off/landed even over a shorter distance. We are certainly moving towards ensuring that our residents in the regions receive a comfortable product, so that in any weather conditions, on any lanes, they receive a reliable service. At the same time, certification work is underway ski chassis, - notes the Deputy Minister of Industry of Russia , - this will be a completely Russian aircraft, provided with a full range of capabilities for timely after-sales service. Of course, flying on a ski, flying on a float. Of course, there is a desire to go further, so that it takes off from skis, sits on a float, takes off from a float, sits on the landing gear, and lands on skis from the landing gear. This is probably still in the future. For now we can only talk about homogeneity. But the plane “changes its shoes” very quickly; this is done practically in the field. There were requirements, especially in the Far East, related to the fact that the certificate has runway restrictions, and that there are better imported analogues. Nothing like this - we received confirmation of the certificate, carried out all the tests. 550 meters are sufficient conditions for the aircraft to operate without deteriorating its performance characteristics.

Work has also been carried out on additions to the certificate, which should be validated in the near future. We understand that it can fly over open waters. In general, this will be a universal aircraft for regional companies, which will have the ability to transform the cabin: transport version, ambulance version, passenger version. We would like to make a very flexible offer so that airlines can provide a wide range of aviation services. A special set of tools has also been developed that can dramatically reduce the planned maintenance of equipment for repairs.

Czech colleagues* in cooperation will still have “tinny work” on the airframe. We believe that there is no need to localize it in Russia. And the entire highly intelligent production part is localized in Russia,” notes Oleg Bocharov.

While creation is underway new production of 64-seat Il-114-300 aircraft(The Ministry of Industry and Trade has already provided funding for the assembly of the first 3 such aircraft in 2021; work on the TV7-117ST engines is being completed), it was also decided to take into account the already completed documentation for the development of the L-410 - aircraft L-610. This is a 40-seater machine with 2 turboprop engines, which was created in the last years of the USSR in Czechoslovakia by order of Aeroflot. The project was subsequently abandoned, and after the plant was purchased by the Russian owner, the documentation was reworked to meet the requirements of the 2010s. The L-610, also localized in Russia, will be produced at the Ural Civil Aviation Plant.

In the photo: one of the experimental L-610s, 1990s

In the photo: an experimental patrol aircraft for the fleet based on one of the Il-114s of the first series

Thus, in our country, over the next 5-7 years, a line of regional 2-engine aircraft of different capacities will be created, independent of Western suppliers of equipment and engines: these are the localized 19-seat L-410 and 40-seat L-610 and the updated 64 -local IL-114-300.

*note that the L-410 production plant in the Czech Republic is fully owned by the Russian UMMC

L-410 UVP-E20 is a universal twin-engine aircraft of Czech production for local airlines, accommodating 19 passengers. Designed for operation on unprepared dirt, grass, snow areas, as well as on airfields with short runways (about 600-700 meters), which, in fact, makes it an “off-road” aircraft.

The first flight of the L-410 was made on April 16, 1969. The main customer of the aircraft was the Soviet Union. In addition, the L-410 was also supplied to Bulgaria, Brazil, Hungary, East Germany, Libya, and Poland. Despite the fact that the plant is located in the Czech Republic, it considers itself part of the Russian aircraft industry: the foundations for this were laid during its development and during its long history of operation. As of 2012, more than 400 L-410 aircraft are in operation around the world.

Production site of Aircraft Industries in Kunovice, Czech Republic. The Aircraft Industries plant, better known under the Let Kunovice brand, is located 300 km from Prague. The plant employs 920 people.

The company produces aircraft through a full production cycle - it has its own lines for surface treatment of materials, paint and varnish production, a machine shop, assembly shops, a design bureau and an airport.

L-410 fuselage parts production workshop. The enterprise is expanding and modernizing production - light green equipment is intended for the production of a new generation of the L-410 NG (New Generation) aircraft.

The plant's production capacity is 16-18 new aircraft per year. About 80% of aircraft are supplied to Russia. Over the past four years, 35 aircraft have been delivered to Russia.

Production of parts on a CNC milling center from the French company Creneau:

Cleaning parts before molding:

Punching Press:

Manufacturing of the wing spar on a 5-axis CNC milling center. Russian-made duralumin is used in production. The total share of components from Russia in the L-410 aircraft is about 15% - this is a legacy of the fact that the aircraft was developed by order of the USSR and with the participation of Soviet designers.

Assembly of the front wing:

Checking the quality of riveting on an airplane wing:

One L-410 aircraft uses about 185,000 rivets of different types and sizes:

Riveting work in the middle part of the fuselage:

Installation of floor panels:

Production of the rear fuselage:

Production of air intake parts for the CASA CN-235 aircraft within the framework of industrial cooperation.
The plant also cooperates with Boeing for the Boeing 787 aircraft.

Aircraft Assembly Conveyor L-410 UVP-E20. Located in one of the newest buildings of the plant, originally designed for the production of L-610. In one half of the building there are two production lines for new L-410 aircraft, in the second half there is a service workshop for aircraft coming out of service:

There are about 10 aircraft in the assembly shop at the same time. The fuselage, wing, end tanks and tail unit come to the beginning of the line from the paint shop. At the end of the line are aircraft undergoing flight tests and preparing for delivery to customers. Over the entire history of its existence, the plant has produced over 1,150 aircraft of the L-410 family. More than 850 of them were delivered to operators in the USSR.

The process of finishing the aircraft luggage compartment in the nose after completing the installation of electrical equipment:

Emergency exit door assembly:

The nose of the aircraft with serial number 2915. The weather radar antenna is visible. Bow luggage compartment doors open:

Installation of avionics in the cockpit. Avionics traditionally include devices from Russian manufacturers:

Installation of electrical equipment in the aircraft cabin:

Installation of electrical wiring harnesses:

Five-blade AV-725 propellers (Avia Propeller) together with a GE H80-200 engine make up the new power plant for the L-410 UVP-E20 aircraft. It has been installed on all new aircraft since January 2013 and is certified by EASA and the Russian AR MAK.

Young people in production are not uncommon, also due to the presence of its own vocational technical school on the territory of the plant. The average age of the company's employees is 44 years:

Work on the GE H-80 engine, carried out by a company representative from Prague:

The final installation stage takes about 5 months - this is the most expensive part of production, as within its framework, engines, landing gear and all avionics are installed on the aircraft, where each individual unit can cost 100-250 thousand euros.

The total duration of the aircraft production cycle from the production of the first fuselage components to the end of flight testing takes just under a year.

Cockpit of the L-410 UVP-E20 aircraft. The aircraft is fully equipped for instrument flight and has an advanced Ground Proximity Warning System (GPWS) and TCAS II. The L 410 is designed in the metric system (rather than inches), which is an exception in Western aviation:

This type of aircraft has been used for many years as a graduation aircraft for training pilots at the Sasovo Flight School of Civil Aviation (Ryazan region).

Pre-flight preparation. Stanislav Sklenarzh - chief test pilot of the plant:

Under the wing of an airplane, a view of the river. Morava and the town of Uhersky Ostrog:

Aircraft L-410 UVP-E20 for French Guiana. Airplanes for exotic countries often have bright, memorable colors:

Leaving with a turn. Practical ceiling - 8,000 meters:

Approach to the runway. The L-410 aircraft can land both on a paved runway and on grass, soil and snow. UVP in the name of the aircraft means the Russian abbreviation “Shortened Takeoff and Landing,” which also recalls the Russian roots of the aircraft:

Castle Novy Svetlov (1480), Bojkowice:

The medieval Gothic castle Buchlov (13th century) is located 10 km from Kunowice. Buchlov Castle is one of the most beautiful castles in South Moravia - the south-eastern region of the Czech Republic:

Velehrad Monastery (XIII century) is one of the main pilgrimage churches in the Czech Republic. In 863 - 866 Christian saints Cyril and Methodius lived and preached in the city of Velegrad:

A prototype of the L-610M aircraft in Staroe Mesto, installed for viewing at the entrance to the city:

The crew performed a custom flight at the request of the Polar Expeditionary Expedition (Kuiga settlement) along the route Batagai – Magan – Lensk – Kirensk – Irkutsk. There were two service passengers on board. There was no cargo on board, except for the personal belongings of the crew and passengers with a total weight of about 400 kg.
After arriving at the Kirensk airport at 12:37 Moscow time, the crew’s working time was 11 hours 45 minutes, including 6 hours 17 minutes of flight time. The crew, in violation of the flight crew work hours established by the instructions, decided to proceed to Irkutsk. Then, upon receiving information about the closure of the Irkutsk airport due to runway repairs, the crew postponed the flight and was sent by the air traffic controller to the dispensary. The appearance of the crew at the dispensary was not recorded. After the opening of the Irkutsk airport, navigational control of the crew, in the absence of the duty navigator who was on vacation, was carried out by the air traffic controller, who was not trained for this control.
After undergoing a meteorological consultation at 14:50, at 15:06, in violation of working hours, the crew took off from Kirensk to Irkutsk.
When establishing contact with the approach controller at Irkutsk airport, the crew did not report receiving information from the air navigation service (ATIS), and the controller did not require the crew to listen to it and report it. The approach controller gave instructions to descend from 3000 m to 2100 m. After passing the DPRM, the board was transferred under the control of the circle controller, who also did not request a report on receiving ATIS information, and the crew did not report on receiving this information and on the selected approach system. The circle controller gave instructions to descend to a transition level of 1,800 m. The descent took place in normal weather conditions at night.
At the transition level, in violation of the requirements of NPP GA-85, the crew did not set the pressure on the barometric altimeters to the airfield pressure (710 mm Hg) and did not report the airfield pressure setting to the controller. In turn, the circle controller, having not received the report, did not require the crew to confirm the pressure setting.
As a result, the altimeter readings, which remained at a standard pressure of 760 mmHg, differed from the true altitude by 510 m. At the command of the circle controller, the crew continued to descend to 900 m (according to the altimeter readings, the true altitude was 390 m), and performed a third turn , took 700 m (190 m true altitude) and continued the flight to the fourth turn. After the crew reported “235, on the fourth, 700 m,” the dispatcher gave instructions to communicate with the landing controller. The crew did not have time to confirm the command and end of communication. After 2 seconds, at 17:18:10, the plane touched the tops of trees 25-35 m high, located at an elevation of 163 m with a relative elevation above the airfield of 190 m (the threshold of the airfield runway above sea level is 510 m). The crew set the engines to take-off mode, but after 114 m there was a head-on collision with a tree trunk with a diameter of 35 cm (at the point of impact). The plane, descending along a straight trajectory and continuing to collide with large trees (trunk diameters 85-90 cm at the butt, height up to 35 m), stopped 312 m from the place of the first collision with obstacles, collapsed and partially burned. The accident occurred 21 km from the airport with an azimuth of 122° in the area of ​​the fourth turn with MKpos = 297° (52°09’30” N, 104°39’40” E).
At the time of the disaster, the crew's work time was 15 hours 26 minutes, including 8 hours 30 minutes of flight time, which could have affected the safe outcome of the flight due to crew fatigue.
Actual weather at 17:27 – cloudiness 3 points cumulonimbus 1500 m, 10 points average, upper, wind 300° 9 m/s, visibility 10 km, lightning, tendency – hail, frontal thunderstorm, air temperature +21°С, pressure 711 mm Hg.

The cause of the disaster was a violation by the crew of flight rules, which resulted in failure to comply with the requirements of clause 7.6.9 of the NPP GA-85, regarding the installation of airfield pressure altimeters at the transition level, which led to a collision of the aircraft with the earth's surface.
The disaster was accompanied by the controller’s failure to comply with the operating technology, rules and phraseology of radio exchange in terms of failure to receive a message from the crew about receiving ATIS information, failure to issue them a command to listen to it and report on it, failure to receive from the crew the installation of altimeters at the level of transition to airfield pressure.