Gazpromavia Flight 9608
| Industry | Aviation |
|---|---|
| Headquarters | Russia |
| Products | Air transport services |
Template:Update Template:Infobox aircraft occurrence On 12 July 2024, a Gazpromavia Flight 9608, operated by Gazpromavia using a Sukhoi Superjet 100, crashed while conducting a ferry flight between Tretyakovo Airport and Vnukovo International Airport. The three crew members aboard—who were the sole individuals on the plane—did not survive.[1]
Accident
The flight was a ferry and test operation departing from the Lukhovitsy Aviation Plant following maintenance procedures.[2] Shortly after takeoff, approximately four minutes in, communication with air traffic control was lost, with the aircraft reaching an altitude near 900 metres (3,000 ft).[3]
Seven minutes post-departure, the plane crashed roughly 80 kilometres (50 mi) southeast of its intended destination close to Kolomna, within a forested region. All three crew members perished; they consisted of two pilots and one flight engineer, all employed by Sukhoi.[4][5][6][2] Reports from Novaya Gazeta indicate that before impact, the aircraft transmitted a distress signal and circled to reduce fuel load in preparation for an emergency landing attempt.[7]
Sources referenced by Izvestia suggest that the crash likely resulted from faulty angle-of-attack sensors installed during maintenance activities.Cite error: The opening <ref> tag is malformed or has a bad name This incident marks the fifth total loss and third fatal event involving the Superjet model since its debut in 2011.Cite error: The opening <ref> tag is malformed or has a bad name
Aircraft
The aircraft involved was a Sukhoi Superjet 100-95LR, with serial number (MSN) 95078 and registered under RA-89049. Built in 2014, the flight crew consisted of three members: Captain Evgeniy Bulavko, First Officer Vladislav Kharlamov, and flight attendant Maxim Lukmanov.
Investigation
The investigation is being conducted by the Interstate Aviation Committee. On the evening of 12 July, both flight recorders were recovered from the crash site. On 30 August 2024, the Interstate Aviation Committee issued a preliminary report regarding the incident. The Ministry of Transport noted that the aircraft lacked authorization to operate the flight.
Preliminary report
The initial findings indicate that the aircraft was cruising at an altitude of 5000 ft with a nose pitch angle between 5 and 6 degrees. The first Air Data Computer recorded an angle of attack ranging from 10 to 11.5 degrees, while the second indicated between 11 and 13.5 degrees. The aircraft maintained a speed of approximately 230 knots during this phase. Although cleared to climb to 15,000 ft (FL150), the plane initially ascended but then began to descend. To counter this, the first officer attempted to raise the nose to nearly 14 degrees, which caused the autopilot to disengage. Subsequently, the captain assumed control and increased speed to 270 knots, halting the descent.
At around 4500 ft, as the aircraft resumed climbing, the crew deactivated the autothrottle, leading to an increase in airspeed up to 308 knots and triggering an overspeed warning. The crew informed air traffic control about unreliable airspeed indications. In response to the high speed, the aircraft initiated a nose-up maneuver and deployed speed brakes to reduce velocity. Climbing was halted near 4800 ft; however, automatic elevator input lowered the nose to prevent an excessive angle of attack, causing another descent.
At approximately 3000 ft, attempts by the crew to stop the descent failed as elevator controls became unresponsive. The aircraft ultimately collided with terrain in a forested area at a speed of 365 knots.
Final report
The Interstate Aviation Committee (IAC) published its conclusive report on 25 July 2025. The investigation determined that the crash resulted from improper installation of components within the speed and angle-of-attack (AOA) protection systems. This malfunction triggered an uncontrollable descent, from which the flight crew was unable to recover. Additionally, the IAC issued several safety recommendations.
According to an informed source cited by Izvestia, a technician at the Lukhovitsky Aviation Plant incorrectly installed two out of the four AOA sensors with a misalignment of about five degrees. This misconfiguration likely caused the erroneous activation of the stall warning system.
See also
References
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External links
- RRJ-95LR-100 RA-89049 12.07.2024 - Interstate Aviation Committee
- RRJ-95LR-100 RA-89049 12.07.2024 - Interstate Aviation Committee Template:Inlang
Template:Aviation accidents and incidents in 2024 Template:Aviation accidents and incidents in Russia in the 2020s