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  1. 2011 Lokomotiv Yaroslavl air disaster
  2. Lokomotiv Yaroslavl air disaster | Mayday TV Show Wiki | FANDOM powered by Wikia
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  4. Photos: Scene of devastation at Lokomotiv Yaroslavl plane crash site

RIA Novosti website group: en. Rus Eng. News Print this. Families of Lokomotiv hockey team killed in air crash file lawsuit. Share this E-mail this article submit news Add to blog rss feed. Code in the picture. All fields are mandatory! In the discussion, team president Yuri Yakovlev announced that Lokomotiv would not participate in the —12 KHL season.


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The patch the Red Wings wore also honored Brad McCrimmon, who had played for the team and been an assistant coach, and Stefan Liv, who was drafted by Detroit and played for their minor-league team. The St. Louis Blues also held a memorial ceremony for former players Pavol Demitra and Igor Korolev before their 8 November game against the Chicago Blackhawks.

The Blues players also wore a special '38' sticker on their helmets, as both players wore that number with the Blues. The Slovak Ice Hockey Federation announced that the jersey number 38 would be retired from the national team in memory of Pavol Demitra, who recently retired from the national team in May on home ice, at the World Championship Slovakia hosted for the first time and who would be the in memoriam inductee of the Class of Slovak Hockey Hall of Fame.

Furthermore, it was announced that Team Slovakia would have a minor number 38 sewn into the jerseys up until World Championship. Thanks to Demitra's popularity spontaneous gatherings also took place across Slovakia, by hockey stadiums, in his memory. The teams wore commemorative Lokomotiv patches. All jerseys were autographed by the players and auctioned to raise funds for the families of those who died in the crash. On 11 September , President Medvedev ordered the grounding of all airlines "which are not adequately able to ensure passengers' safety".

A deadline of 15 November was set to put into place "measures be developed to stop Russian air carriers' activities if they are not able to provide safe flights". The Interstate Aviation Committee MAK opened an investigation into the circumstances of the accident; the aircraft's flight data recorders were recovered the day after the accident.

Preliminary analysis of the flight recorders indicated that the aircraft's trimmable horizontal stabilizer was set to 8. The engines were functioning until the impact with the beacon mast. The committee referred the study of the flight recorders and operational data to other research centers; the Technical Commission established contacts with the investigation authorities of the countries whose citizen were on board: Czech Republic, Germany, Slovakia, Sweden, Latvia and Canada.

On 14 September , a report in the newspaper Moskovsky Komsomolets , quoting a source in the aviation industry, claimed that the parking brake of the aircraft was on during the take-off, which significantly slowed it down and prevented it from accelerating properly. On 15 September , a report by RT stated that it was now believed that there was no evidence to show that the parking brake was engaged during the take off roll.

Two simulations of the crash were planned to help determine the cause. A "virtual" simulation used flight simulators; the data from the crashed Yak's flight recorders was loaded into a simulator, which then reconstructed the crash. A "live" simulation attempted to duplicate conditions of the crash, using a similar Yak, which launched from Zhukovsky Airfield ; the Gromov Flight Research Institute conducted the tests.

The aircraft started rolling down the runway with engines at nominal thrust, with takeoff thrust not being applied until six seconds later. Despite the increase of thrust the aircraft did not accelerate as expected; the committee report speculated that this could have been due to some braking force, and the committee stated it would send the braking system components to a "specialized institution" for a special examination.

It then hit the airport beacon, deflected to the left and impacted the ground; the flaps and slats were in takeoff position, spoilers retracted, and the stabilizer set in a ten-degree position. The elevator controls were still connected. On 19 September , news channel Rossiya 24 published the last minute of dialog between the flight crew, from the voice recorder: [82].

According to test pilot Anatoly Knishov, in an interview with Komsomolskaya Pravda , top speed represents a decision point where, if failures occur before that speed, the aircraft is able to stop on the runway. At , the captain switched the engines to "takeoff mode" from "regular flight mode" or "nominal mode". In his opinion, the switch-over from a nominal- to takeoff mode was late and unusual, as engine mode for taking off is normally agreed upon before starting a take-off run. Life News reported on 20 September the opinion of test pilot Magomed Tolboev.

According to Tolboev, the cause of the disaster might have been a disagreement between the aircraft commander and the copilot. Tolboev also considered the Yak not as advanced in its build and materials as contemporary Western models, heavier and less fuel-efficient, but still a "reliable vehicle" with "best rigidity". On 23 September , Kyiv Post reported that the only survivor [85] of the crash, flight engineer Sizov, was questioned by the investigative committee on 22 September According to Sizov, no problems were noted in the preparation for the flight, and the aircraft had no problems during its previous flight.

Sizov also described the distribution of the passengers and luggage on the aircraft: Lokomotiv's coaches were in the front cabin; the players were in the rear cabin; and the luggage was carried in the rear luggage compartment. Kyiv Post also reported that a criminal investigation under Article of the Criminal Code flight safety violations causing two or more deaths had commenced. On 10 October , the Gromov Institute began its series of test flights; the simulations applied braking forces at different stages of the takeoff to determine what effects if any, the forces affected the ability of the aircraft to reach a take-off angle and speed.

The first flight created a baseline takeoff, without any braking force applied. Simulation testing determined that pilot error was the cause as a braking force was found to have been applied by the chief pilot during takeoff.

Using data from the flight recorder, it was determined the movement was only possible by pushing down on the brake pedals from the chief pilot's seat to push upwards on the control column; [4] the investigating committee found evidence of the braking failure in the braking system. The committee released its final report on 2 November ; the committee found several problems that led to the crash. The first was that Yak-Service "did not properly control the quality of mastering the aircraft", finding that the crew did not train long enough on the Yak; the second was that the crew "did not calculate the takeoff parameters", changing the takeoff thrust during takeoff.

While it was not determined which pilot applied the brakes, it was determined that one applied acceleration at the same time as the other applied braking; the co-pilot Zhuravlyov was found to have a banned drug phenobarbital in his system. According to Alexei Morozov, chief of the investigative commission, "the immediate cause of the [ Federal investigators revealed in September , that the pilot and co-pilot had falsified documents stating that they had undergone the necessary training for the Yak Vadim Timofeyev, deputy head of airline Yak-Service, was charged with breaching air safety rules, [5] his trial lasted from December until September He pled not guilty, blaming the crash on poorly placed cargo, [91] [92] but was found guilty on 23 September of violating Part 3 of Article of the Russian Criminal Code, governing the safe operation of aircraft resulting in the manslaughter of more than two people, he was sentenced to five years in prison, but was amnestied under the Russian amnesty on the 70th anniversary of the end of World War II.

Stall fluid dynamics In fluid dynamics, a stall is a reduction in the lift coefficient generated by a foil as angle of attack increases. This occurs; the critical angle of attack is about 15 degrees, but it may vary depending on the fluid and Reynolds number. Stalls in fixed-wing flight are experienced as a sudden reduction in lift as the pilot increases the wing's angle of attack and exceeds its critical angle of attack. A stall does not mean that the engine have stopped working, or that the aircraft has stopped moving—the effect is the same in an unpowered glider aircraft.

Vectored thrust in manned and unmanned aircraft is used to maintain altitude or controlled flight with wings stalled by replacing lost wing lift with engine or propeller thrust, thereby giving rise to post-stall technology; because stalls are most discussed in connection with aviation, this article discusses stalls as they relate to aircraft, in particular fixed-wing aircraft. The principles of stall discussed here translate to foils in other fluids as well. A stall is a condition in aerodynamics and aviation such that if the angle of attack increases beyond a certain point lift begins to decrease.

The angle at which this occurs is called the critical angle of attack; this critical angle is dependent upon the airfoil section or profile of the wing, its planform , its aspect ratio, other factors, but is in the range of 8 to 20 degrees relative to the incoming wind for most subsonic airfoils.

The critical angle of attack is the angle of attack on the lift coefficient versus angle-of-attack curve at which the maximum lift coefficient occurs. Stalling is caused by flow separation which, in turn, is caused by the air flowing against a rising pressure. For the trailing-edge stall separation begins at small angles of attack near the trailing edge of the wing while the rest of the flow over the wing remains attached; as angle of attack increases, the separated regions on the top of the wing increase in size as the flow separation moves forwards and this hinders the ability of the wing to create lift.

The separated flow causes buffeting. Beyond the critical angle of attack, separated flow is so dominant that additional increases in angle of attack cause the lift to fall from its peak value. Piston-engined and early jet transports had good stall behaviour with pre-stall buffet warning and, if ignored, a straight nose-drop for a natural recovery. Wing developments that came with the introduction of turbo-prop engines introduced unacceptable stall behaviour. Leading-edge developments on high-lift wings and the introduction of rear-mounted engines and high-set tailplanes on the next generation of jet transports introduced unacceptable stall behaviour; the probability of achieving the stall speed inadvertently, a hazardous event, had been calculated, in , at about once in every , flights enough to justify the cost of development and incorporation of warning devices, such as stick shakers , devices to automatically provide an adequate nose-down pitch, such as stick pushers.

2011 Lokomotiv Yaroslavl air disaster

When the mean angle of attack of the wings is beyond the stall a spin , an autorotation of a stalled wing, may develop. A spin follows departures in roll and pitch from balanced flight. For example, a roll is damped with an unstalled wing but with wings stalled the damping moment is replaced with a propelling moment; the graph shows that the greatest amount of lift is produced as the critical angle of attack is reached.

This angle is In particular, for aerodynamically thick airfoils, the critical angle is higher than with a thin airfoil of the same camber. Symmetric airfoils have lower critical angles; the graph shows that, as the angle of attack exceeds the critical angle, the lift produced by the airfoil decreases. The information in a graph of this kind is gathered using a model of the airfoil in a wind tunnel; because aircraft models are used, rather than full-size machines, special care is needed to make sure that data is taken in the same Reynolds number regime as in free flight.

The separation of flow from the upper wing surface at high angles of attack is quite different at low Reynolds number from that at the high Reynolds numbers of real aircraft. High-pressure wind tunnels are one solution to this problem. In general, steady operation of an aircraft at an angle of attack above the critical angle is not possible because, after exceeding the critical angle, the loss of lift from the wing causes the nose of the aircraft to fall, reducing the angle of attack again; this nose drop, independent of control inputs, indicates the pilot has stalled the aircraft.

This graph shows the stall angle, yet in practice most pilot operating handbooks or generic flight manuals describe stalling in terms of airspeed; this is because all aircraft are equipped with an airspeed indicator, but fewer aircraft have an angle of attack indicator. An aircraft's stalling speed is published by the manufacturer for a range of weights and flap positions, but the stalling angle of attack is not published.

In —98, he moved up to the Prague's junior team, where he had 13 goals and 33 points in 34 games, he was drafted by the NHL's Carolina Hurricanes in the fourth round, 91st overall, at the NHL Entry Draft. Marie Greyhounds of the Ontario Hockey League. In the —99 season, he scored 21 goals and 56 points in 66 games, helping the team to the playoffs, where in five post-season games, he scored three goals. In 57 games played, he had 20 points as Carolina failed to make the playoffs. Despite the personal success, the Hurricanes struggled and missed-out the playoffs for the second-straight season.

In a game on November 11, , against Florida Panthers, he suffered a major knee injury that forced him out of the Hurricanes lineup until April 3, At the end of the regular season, he appeared in scoring four goals and nine points. Three nights he recorded his first point back on February 13, recording an assist in a 2—1 win over the Los Angeles Kings. He scored his first goal back with Carolina on February 27 in a 4—2 loss to the Ottawa Senators.

Just under one month he had a three-point game on March 17, scoring a goal and two assists in a 7—2 win over the New Jersey Devils, he finished the season with nine points in 25 games with Carolina. In 56 games, he had 12 goals and 32 points, helping the team to the KHL playoffs, where in 19 playoff games, he had five goals and 15 points. In 17 playoff games, he had 13 points. Coaching staff The coaching staff is a group of non-athletes tied to a sports team. It is led by a head coach, consists of at least one assistant coach, together with other members such as doctors, massage therapists and equipment managers, fitness trainer, biomechanist, etc.

Kontinental Hockey League The Kontinental Hockey League is an international professional ice hockey league founded in It comprises 25 member clubs based in Belarus , Finland , Kazakhstan and Slovakia and it is planned to expand to more countries, it is considered to be the premier professional ice hockey league in Europe and Asia, second in the world behind the National Hockey League. KHL has the third highest average attendance in Europe with 6, spectators per game in the regular season, the highest total attendance in Europe with 5.

The Gagarin Cup is awarded annually to the league playoff champion at the end of each season; the title of Champion of Russia is given to the highest ranked Russian team. The league formed from the Russian Superleague and the champion of the —08 season of the second division, with 24 teams: 21 from Russia and one each from Belarus and Kazakhstan; the teams were divided based on the performance in previous seasons. The start of the fourth season was overshadowed by the Yaroslavl air disaster on 7 September in which all members of the team Lokomotiv Yaroslavl lost their lives shortly after take-off for their flight to their season opening game in Minsk.

The Opening Cup game in Ufa, under way when news of the disaster arrived, was suspended. In memory of the disaster, 7 September remains a day of mourning on which no KHL regular season games are held. Next season, Yugra Khanty-Mansiysk joined the league. After several attempts by teams from Central Europe and Scandinavia to join the KHL, expansion beyond the borders of the former Soviet Union was realized in Lev Poprad , a newly founded team based in Poprad, Slovakia was admitted to the league, but after only one season, Lev was replaced by a team of the same name, Lev Praha , from Prague, Czech Republic , while Slovan Bratislava from Bratislava and Ukraine's Donbass from Donetsk joined the KHL as expansion teams for the —13 season.

Lev and Slovan qualified for the playoffs in their first KHL season. The league comprised 28 teams during the —14 season, of which 21 were based in Russia and 7 located in the other countries. However, HC Donbass did not play in the league for the —15 season, due to the political instability in Ukraine , but had intended to rejoin later.

Two other teams, Lev Praha and Spartak Moscow withdrew from the —15 season due to financial problems. Since , the league has been divided into West conferences. In the current season, the Western Conference includes 14 teams divided into two divisions, 7 teams per division.

Lokomotiv Yaroslavl air disaster | Mayday TV Show Wiki | FANDOM powered by Wikia

The Eastern Conference has 15 teams, divided into divisions of 8 respectively. In this season, each team played every other team once at home and once on the road, giving a total of 56 games, plus 4 additional games played by each team against rival clubs from its own conference. Thus, each team played a total of 60 games in the regular season; the eight top-ranked teams in each conference receive playoff berths. Within each conference quarterfinals and finals are played before the conference winners play against each other for the Gagarin Cup; the division winners are seeded first and second in their conference, based on their regular season record.

All playoff rounds are played as best-of-seven series. In each round, the top seeded remaining team is paired with the lowest seeded team etc. In the —13 season, the Nadezhda Cup was introduced, a consolation tournament for the teams who did not qualify for the playoffs; the winning team in the tournament wins the first overall pick in the KHL Junior Draft. The tournament is intended to extend the season and help maintain interest in hockey in the cities of these teams, help players of national teams prepare for upcoming World Championships.

See the respective team articles for more information. Though now not as restrictive in maintaining an Russian composition of players and teams, Russian teams are still not allowed to sign more than five foreign players, while non-Russian teams must have at least five players from their respective country.

Foreign goaltenders on Russian teams have a limit regarding total seasonal ice time. A dispute between the two leagues over some of these signings was supposed to have been resolved by an agreement signed on July 10, , whereby each league would honor the contracts of the other, but the signing of Alexander Radulov was made public one day after the agreement, leading to an investigation by the International Ice. McCrimmon turned to coaching following his playing career, serving as an assistant with the New York Islanders before taking over as head coach of the Western Hockey League's Saskatoon Blades for two seasons between and , he returned to the NHL as an assistant, first with the Flames the Atlanta Thrashers and the Red Wings.

He never coached a regular season game however, as he was killed in the Lokomotiv Yaroslavl plane crash along with most of the team after their plane crashed en route to their first game. McCrimmon began his junior career at the age of 15 with the Prince Albert Raiders of the Saskatchewan Junior Hockey League , he played two seasons with 84 points. In his second season, —76, he was named the SJHL's defenceman of the year. For the —77 season, he moved up to the Brandon Wheat Kings of the Western Canada Hockey League , he scored 84 points in 72 games in his first WCHL season and added 13 points in 15 playoff games as the Wheat Kings reached the league championship series, only to lose to the New Westminster Bruins.

McCrimmon scored 97 points in —78 and 98 in —79, he was named the defenceman of the year in and was named to the league all-star team in both seasons. He joined the Canadian junior team at the World Junior Championship in each season, he recorded two assists in six games to help Canada win a bronze medal at the tournament and had three points in five games in though Canada failed to medal. With McCrimmon as team captain, the Wheat Kings again reached the league championship in — He scored 28 points in 22 games to help Brandon win the President's Cup ; the team advanced to the Memorial Cup tournament where it reached the final against the Ontario Hockey League champion Peterborough Petes.

McCrimmon played a high number of minutes each game. In the Memorial Cup final, he played every minute of the contest, his total ice time was 60 minutes, 38 seconds, he was off the ice only to serve a two-minute penalty. Peterborough won the game, 2—1 in overtime, after McCrimmon lost the puck on a play he thought was icing was not called. Peterborough's Terry Bovair scored the championship winning goal.

Despite the loss, McCrimmon was named a tournament all-star on defence. He scored 5 goals and 16 points in his rookie season of —80 and improved to 11 goals and 29 points in his second season. With only nine points in the —82 season, McCrimmon had gained a reputation as a player who did not attack with the puck in the NHL. Post 38 CargonOne states that derated take-offs are not an option on the Yak, assuming this to be true, why?

According to Russian media the authorities disallowed refuling local fuel at Yaroslavl airport until further notice. The fuel is being transported from other regional airports by road tankers. There is seems to be a rumor that crashed Yak42 was refueled with contaminated fuel. Make that The fidelity is at best something above idle. More detailed examination in a strip teardown increases the fidelity. I simply infer from the press release that there were no outward signs of broken engine parts.

First time poster, an SLF. The head-on camera view at the end of the video on post 51 is intriguing. It appears the camera was not at ground level but elevated about 4 feet just an estimate??? Looking at the fenceline to the left adds to that impression. The foreground also appears like a grassy unprepared surface. Was this camera located on the extended runway centerline past the end of the runway or perhaps off to the side? Also, if you look closely at the video, at about the 22 second mark the aircraft lights appear to suddenly dip. Was that the moment the aircraft left the prepared surface and continued to roll out on the grass?

The nose gear is clearly off the ground, viewed directly and by it's shadow on the ground but the main gear are still on the ground or grass. Just a few thoughts. Thanks for reading - any comments are encouraged. This accident is in so far puzzling to me as with such a small bird on such a long runway, why didn't they reject??? Normally that thing should have rotated halfway down the Runway. If in such a small Jet Airliner after m the speed is far insufficient for takeoff, something is awfully worng.

That would leave ample opportunity to rethink and throw out the anchor. What was their speed at m point? The shadow of the right wing appears very close to the mentioned fenceline at left. Has the aircraft already veered right of centerline? The camera likely got whacked by the aircraft based on the last frame. Was the camera mounted on the mast antenna that was struck? Again, just food for thought? This is CCTV camera located at same pole which support beacon at the end of runway and which was hit at the end of the run by plane. Could load distribution have played a role?

Hockey players are large men, usually weighing over 90 kilos. Spanair's JK MD reaches Vr in a shorter distance than a normal aircraft does due to the lower drag Now there is still a possibility of the unique takeoff mechanism used by at least one peninsula airline The first event like that, the crew achieved the flaps by the normal Vr well, almost Again, Spanair, the flap configuration was not identified before the rotate was initiated, and the aircraft immediately enters a high drag condition with inadequate lift, and exhibits roll instability Yaroslavl is not a repeat of Spanair.

The YAK has not rotated as it overruns the DER, yet the video shows the aircraft responds normally to elevator input at least at the time of impact. The stabiliser if initially mis-set takes time to be recognised, and reset, and would result in an increase in TO roll The event is either a failure to achieve adequate speed, ie low thrust or high drag from wheels Brakes as well Tires on fire and in 1 meter undamaged wheel with no sign of fire.

Brakes set at take-off? PS: Fuel quality confirmed today as said by Rosaviation representative. So, not bad fuel, not non-takeoff configuration, not "half runway takeoff" As was mentioned on forumavia. Everybody must be on the rows and buckled at takeoff and landing, so it's highly improbable, I think. That looks like the left hand bogey burning there. Did they go off the runway to the left or the right?

Sticky brakes or park brakes set looks like a possible cause. Good to see all the armchair experts are here again. Bleedvalve, the answer to your question Did they go off the runway to the left or the right? Another "expert" - custom officer from Tunoshna.

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What's important - confirmed that Yak reached runway from taxiway 5. Yak reached runway from taxiway 1. They departed RWY 23,so it should be Taxiway 5 they line-up at:hmm:. Taxiway 5 and ILS Localizer circled. Thanks for correction. Besides, this video must put stop on speculations about "halfway takeoff". Yes, interesting video. That certainly looks like grass to me. There are tyre tracks to the left that look a lot more like impressions in grass, and the take off zone has none of the lights and lines of a runway.

It would certainly appear like a take off on the grass. Incorrect power setting? Too great a de-rate? Actually, the most likely scenario to me is brakes binding.

Photos: Scene of devastation at Lokomotiv Yaroslavl plane crash site

The primary thing that caught fire in the lake was the entire wheel bogey. But why? Fuel spillage on the tyres is possible, but this was the only fire I could see. More likely is that the the brakes and tyres were glowing white hot, and burst into flames. It would explain the overrun and the fire. Hi, that the the brakes and tyres were glowing white hot, and burst into flames. Although we only have a view of the sbd gear on that take-off video, and it is unclear which bogey is burning. But there again, the aircraft appears to have veered right, not left. There is something Two pictures, unfortunately do not know the date.

Could you please elaborate MB? RegDep Thanks. The simulation of accident as described in the video from the "custom official" also indicates the surface was dirt. But the videos are grainy and it's hard to to say with certainty.

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MountainBear, Kulverstukas' is a picture that appeared in several Russian forums after the accident so are mine, but they look older to me, the second one clearly so. I am sure he will explain it tomorrow; not it is well past midnight in his location. Edit to say that according to the picture information in the file, it was taken on at Time to make new ones Could load distribution have played a role?

Maybe incorrectly loaded with extreme forward CofG? I wasn't really convinced by my notion on the first page - just extreme lateral thinking, but for the moment other possibilities seem thin on the ground. I still can't get clear where these huge pre-crash flames were coming from. It may be it was just confused reporting. The particular Beeb 'Headlines' item has time-expired on my FFox.

Having 2 video views of the aircraft rolling out allows estimating the speed of the aircraft based on a number of measurements assumptions - first order estimates at the very best. Of course the final accurate answer will hopefully come from the recovered FDR. I offer this as just an exercise and NOT in any way a definitive estimate of speed of the accident aircraft.

From the end view video, it appears the aircraft lights dip noticeably at about 22 seconds post 51 video and collides with the camera assumed to be mounted on the ILS localizer tower at 27 seconds. The map view of the runway shows a culvert just past the runway, likely draining into the river. Assuming the apparent dip of the aircraft main gear still on the ground was caused by rolling over this depression, and knowing the time interval AND distance between the culvert and ILS tower would give the speed of the aircraft. Traveling meters in 5 seconds would give an 'average interval' speed of knots.

NB The time period 5 seconds is the weakest assumption and likely largest source of error here. From the side view video what's needed is the frame rate of the camera frames per second. The scale could be determined by using the published length of the aircraft YAKD??? For example if the frame rate is 4 per second 0. What's needed is better video processing software with better time resolution on both videos - I don't own any, so I make no estimate here. Someone who does with some time to kill, might want to carry this exercise further with possibly a bit more accuracy.

Use the last 2 or 3 frames as the aircraft goes off screen left because the camera view there is more perpendicular to the runway - less perspective error. Again I offer this as only an excersie or a template for analysis and make no claim of accuracy for the limitations I stated. I wasn't really convinced by my notion on the first page - just extreme lateral thinking, don't you mean extreme longitudinal reasoning :rolleyes:.

Hi, Another audit needed for add some corrections? A wrongly chosen engine operating condition may have been the likely cause of the recent crash of a YAK airliner near Yaroslavl on the 7th of this month, a crash that claimed the lives of the local Lokomotiv hockey club team. This came in a statement for the Interfax news agency by a source in the law enforcement bodies.

A lead is now being followed up whereby the pilots may have failed to light the afterburner during the take-off run. As a result, the plane failed to pick up the required speed due to insufficient thrust to gain height during the take-off. The lead is proved by the fact that the pilots, when still on the runway, failed to report any technical problem to the flight traffic controllers.

Lost in Saigon, give the man a break. It is just problem of getting lost in translation, no misinformation. They write better English than most of us do in Russian. Anyone else notice if the right wing seems to be taking out some fence poles during the rotation, in the oncoming video??? Jetjock, I don't think so. See the shadows. The sun is on the right in the video, making the shadow of the aircraft be a bit left in the video. Yet the wing tip shadow is well clear of the fence line the actual tip being more.

Or did I watch a different video than you? Light the afterburner? They are talking about takeoff power vs maximum continuous power, I hope this terminology makes more sense. Anodina MAK head said Interfax today, that no technical malfunction was recorded on FDR, plane was set and weigted correctly for takeoff but omitted info about weigt distribution and suggested that they will need simulation flight to make. CVR and recording from tower are still decoded. Brief translation from MAK web site Sep.

Yak 42 ,reg. Take off mass was below MTOW. According to FDR data there were 14t of fuel, 8 of which were fuelled in Yaroslavl. Quality check is still under investigation 4. Before take off crew made Flight control check, all control surfaces deflected as required. Weather at the airport including crosswind wasn't a factor influencing take off. Engines were operating until impact. Stabilizer and flaps were in take off position before take off.

There were no aircraft system failures recorded on FDR. Average app. Could this video help? That would seem to rule out flight control issues causing inability to rotate? The quality is so low I dont think you could hope to tell if the brakes were smoking - other than not trailing a huge plume of smoke, you just cant tell well, i cant.

That last video appears to show the nose liftingYes, I saw the shadow of the airborne nose gear in one frame. Meanwhile the distance between the belly and the ground seems to disappear. I wonder if the tail left a divot in the dirt? The relatively high camera perspective does not clearly show ground-tail contact during rotation-but it is close. All three are from one source LifeNews aka Russian "Sunday Mirror" yellowpaper newsagency but from different hostings. Early discoveries suggest that the handbrake on the plane wasn't released.

This seems very hard to believe Google Translate: According to our source, the credible, the commission has found that the plane began to crackdown on the runway with the parking brake nevyklyuchennym. This device - analog handbrake in a car - used only for parking. Engine power is enough that the aircraft moved from its place, being on the parking brake as well as some forgetful motorists gets under way on the "hammer" and have driven on a taxiway to the runway.

But to accelerate to takeoff speed is already becoming problematic. The parking brake was off just a commander. But perhaps the moment of transfer of control of the pilots just forgot it and did not pay attention to the corresponding signal on the dashboard beep it is not duplicated. Neisklyucheno that when the Yak began to accelerate for takeoff and could not gain the required speed, the pilots noticed a mistake and turned off the brake. I wonder if the brakes would have had trouble disengaging after the amount of energy that would of been placed into it. Swedish media reports that the PIC forgot to retract the speedbrakes early reporting of handbrake was allegedly a misunderstanding by the reporting media that were deployed during take off roll The authorities are now saying the are discounting the brakes theory but are considering a nose-heavy plane because most passengers and cargo were located up front.

NG off the ground. So a nose heavy condition can be somehow excluded, no?