Ural Airlines Flight 178

Ural Airlines

Industry	Airline
Headquarters	Moscow , Russia
Area served	Domestic and international passenger flights
Key people	Captain Damir Yusupov (pilot), First Officer Georgy Murzin (pilot)
Products	Passenger air transport

On 15 August 2019, Ural Airlines Flight 178, operating a scheduled passenger route from Moscow to Simferopol, executed an emergency landing in a cornfield shortly after departing from Zhukovsky International Airport. The Airbus A321-211, carrying 226 passengers and 7 crew members, collided with several birds during rotation, which caused damage to the engines. Due to the resulting thrust loss and inadequate crew reaction, the aircraft was unable to achieve sufficient speed and altitude, leading to a belly landing across a cornfield that inflicted significant damage. All 233 individuals onboard survived; however, 28 sustained injuries, with three classified as serious.

The flight crew was widely praised for their skillful handling of the situation and successful evacuation without any fatalities. Their actions were often compared to the 2009 incident of US Airways Flight 1549, known as the "Miracle on the Hudson." Russian media referred to this event as the Miracle in the Cornfield. In recognition of their efforts, the Kremlin honored the pilots with the Hero of the Russian Federation award and bestowed the cabin crew with the Order of Courage.

An investigation conducted by the Interstate Aviation Committee (MAK) revealed several contributing factors: unauthorized waste sites near the airport attracted birds; airport authorities failed to implement effective bird control strategies; and safety protocols addressing bird strike hazards were insufficient. The MAK also determined that following engine damage, the crew did not adhere to established procedures—they kept the landing gear extended, mismanaged engine thrust settings, applied excessive pitch angles, and neglected airspeed monitoring—resulting in inadequate thrust to overcome drag and causing impact shortly after departure.

Aircraft

The aircraft involved was an Airbus A321-211 with registration VQ-BOZ, manufactured in 2004 and equipped with two CFM International CFM56-5B engines. At the time of the incident, it had accumulated 48,980 flight hours and completed 20,132 cycles.

Crew and passengers

The flight was led by Captain Damir Yusupov, aged 41, who graduated in 2013 from the Buguruslan Flight School of Civil Aviation and held a degree from the Ulyanovsk Institute of Civil Aviation. He had amassed 4,275 flight hours, including 824 as captain on Airbus A320 family aircraft, held valid certifications, and had no prior incidents. First Officer Georgy Murzin, aged 23 and a 2017 Buguruslan graduate, possessed 780 flight hours (624 on Airbus A320 family), valid certifications, and no previous accidents. Onboard were five flight attendants alongside 226 passengers—predominantly Russian nationals with some from Kazakhstan, Belarus, and Ukraine.

Accident

On 15 August 2019, VQ-BOZ operated as Ural Airlines Flight 178 departing from Zhukovsky International Airport in Moscow bound for Simferopol International Airport. The crew began pre-flight checks at 5:55 am, discussing rejected takeoff scenarios and engine failure after V₁, but did not address bird strike risks. Air traffic control approved pushback at 6:05 am and granted takeoff clearance at 6:12:58 amid reports of isolated bird presence. Takeoff speeds were set at V₁ and V_R at 166 knots and V₂ at 168 knots.

During acceleration, multiple birds struck both engines just after rotation at 181 knots. The left engine ingested at least three birds causing its N1 fan speed to drop nearly to idle; the right engine ingested one bird with less severe damage. Engine vibrations peaked early and persisted throughout flight. A false "ENG 1 REVERSE UNLOCKED" alert was triggered by a damaged sensor.

Following rotation, the first officer announced "Positive" but omitted "climb," resulting in extended landing gear which significantly increased aerodynamic drag. The aircraft yawed left due to asymmetric thrust; rudder inputs were delayed and rudder trim was not applied before autopilot engagement near an altitude of approximately 230 ft. The autopilot attempted to reduce pitch to maintain airspeed but disconnected seconds later due to excessive rudder pedal input by the captain.

The crew reacted to ECAM warnings below their planned altitude threshold. The first officer did not reduce thrust on the damaged left engine as instructed. An enhanced ground proximity warning system (EGPWS) issued a "don't sink" alert prompting pitch adjustments; however, airspeed continued to decline. Both thrust levers advanced to TOGA power around 290 ft altitude; only the right engine responded but exhibited compressor stall symptoms reducing its output.

At roughly 240 ft altitude during rapid descent (400–600 ft/s), the left thrust lever was finally brought back to idle. Captain Yusupov applied full pitch-up input as EGPWS warned "terrain ahead, pull up," but alpha protection limited angle-of-attack increases to prevent stall despite pilot effort. Landing gear was retracted below 120 ft without crew coordination; no brace command was issued nor flap extension beyond CONF1 before touchdown. Engines remained operational during this unplanned emergency landing.

The aircraft landed in a cornfield at approximately 135 knots about 16,240 ft beyond Runway 12’s end and left of centerline. The right engine nacelle contacted ground first followed by fuselage and left engine nacelle; it slid through a water-filled ditch before coming to rest without fire roughly 17,400 ft from runway end.

Once stationary, the crew reported the incident to ATC while cabin crew promptly initiated evacuation using all eight slides, instructing passengers to leave carry-on items behind. All occupants evacuated safely; emergency responders transported them back to Zhukovsky Airport soon afterward.

All 233 people onboard survived; seventy-eight passengers required medical evaluation including nineteen children. Thirty-two were admitted to hospitals with most treated and discharged; three suffered serious injuries including first officer Murzin’s vertebral fracture. Four injuries occurred during evacuation; remaining injuries resulted from impact forces.

Reactions

Soon after the event, Ural Airlines posted on Twitter: "Flight U6178 from Zhukovsky to Simferopol encountered multiple bird strikes impacting the engines shortly after takeoff. The aircraft executed an emergency landing safely. No injuries reported among passengers or crew." The airline praised the pilots for their skilled handling of the situation.

The incident quickly drew comparisons on social media to US Airways Flight 1549, which famously performed a water landing on the Hudson River following bird strikes that caused both engines to fail. Russian press labeled the occurrence the "Miracle in the Cornfield," mirroring the American term "Miracle on the Hudson."

The day after the emergency landing, Russian President Vladimir Putin honored Captain Yusupov and First Officer Murzin with the Hero of the Russian Federation, Russia’s most prestigious civilian award, recognizing their "bravery and heroism under extreme conditions." Additionally, all flight attendants were bestowed with the Order of Courage for demonstrating valor and dedication throughout the incident.

Investigation

The inquiry was led by the Interstate Aviation Committee (MAK), with support from France's Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA) and Bermuda's Air Accidents Investigation Branch (AAIB). Both flight recorders were examined by MAK to reconstruct the sequence of events.

Flight crew actions

MAK determined that the flight crew did not adhere to established protocols for managing engine damage or failure. They failed to evaluate remaining engine thrust or damage extent and neglected to retract the landing gear post-takeoff, contravening standard operating procedures. Analysis of the cockpit voice recorder revealed communication shortcomings: Murzin omitted announcing "Positive climb," which contributed to Yusupov’s oversight in raising the landing gear, a lapse attributed to mounting emotional stress.

Data from the flight data recorder indicated that Yusupov initially elevated the aircraft’s nose to 12.5°, consistent with training guidelines immediately after rotation, but maintained this pitch angle improperly during climb, signaling a loss of situational awareness. His emotional strain led him to engage autopilot without adjusting rudder trim accordingly. Yusupov misinterpreted the scenario by concentrating on ECAM alerts below 400 feet instead of sustaining stable climb parameters; airspeed dropped below recommended thresholds and flight director commands were disregarded.

Following autopilot disengagement, no dialogue or corrective measures were taken by the crew; Yusupov likely missed warning cues due to stress. When EGPWS activated, he pulled fully back on the side-stick and increased thrust to TOGA power, which triggered compressor stall in the compromised engine. Neither pilot addressed engine condition nor executed appropriate stall recovery techniques.

Yusupov’s attempt to communicate with ATC during an unstable flight phase breached crew resource management standards; Murzin also displayed confusion and failed in his monitoring responsibilities, exhibiting signs of startle effect and diminished situational awareness. Both pilots applied side-stick inputs simultaneously without activating dual input alerts. Yusupov suffered from tunnel vision and neglected necessary rudder inputs required to avert sideslip.

Prior to impact, Yusupov retracted the landing gear without notifying Murzin, despite Murzin later claiming mutual agreement; however, CVR transcripts showed no evidence of such discussion.

Psychological assessments revealed both pilots exhibited impulsive, reaction-driven behavior characterized by dominance tendencies and resistance to authority. These traits likely contributed to erratic and uncoordinated actions under pressure. Murzin also demonstrated immaturity and competitiveness, factors that increased risk-taking and procedural non-compliance.

MAK concluded that from the outset of the event, crew performance was compromised by partial psychological incapacitation manifesting as disorganization. They failed essential engine failure procedures including gear retraction, adherence to flight director guidance, and rudder trimming prior to autopilot activation. Psychological influences such as startle response and fatigue—exacerbated by accumulated rest deficits (Murzin had not rested adequately for 10 months)—likely degraded their effectiveness during this emergency.

Aircraft performance

The MAK determined that both engines remained functional after ingesting European or Caspian gulls—specifically, the left engine ingested at least three birds, including one weighing over 2.5 lbs, while the right engine ingested at least one bird. The CFM56-5B engines hold EASA certification to tolerate a single large bird ingestion without resulting in fire, uncontained failure, structural damage, or engine shutdown. The left engine complied with these criteria, operating at reduced power and shutting down only after landing as instructed. The right engine experienced a thrust reduction of 20% following ingestion of a medium-sized bird (approximately 1.5 lbs), which remained within the 25% thrust loss limit allowed by certification standards.

A MAK simulation evaluated flight capability under conditions of near-complete thrust loss on the left engine combined with a 20% thrust deficit on the right. With the landing gear deployed—as was the case during the accident—the available thrust was insufficient to sustain climb or maintain altitude. Retracting the landing gear enabled a positive climb gradient of 1.65%, although this fell short of the required 2.4%. Despite this potential for ascent, fluctuations in engine thrust presented persistent hazards to safe flight continuation.

Proliferation of birds near airport

Unauthorized waste disposal sites close to Zhukovsky Airport have attracted substantial bird populations, particularly gulls. The M. M. Gromov Flight Institute repeatedly notified local officials in Zhukovsky and Ramenskoe about these locations, including one dump situated less than one mile from the airport and another at Mikhailovskaya Sloboda. Despite legal actions and appeals—most recently in May 2019—authorities did not remove these hazards. The MAK found that birds regularly traversed runways between feeding and roosting areas, posing significant safety threats.

In response to the persistent bird presence, airport authorities implemented control strategies such as runway inspections, bioacoustic deterrents, and propane cannons. Nevertheless, inspections were carried out irregularly and proved ineffective because sound-based deterrents operated continuously rather than being activated only when bird flocks appeared, diminishing their repellent effectiveness.

Ural Airlines’ operational manual required pre-flight discussions concerning ornithological hazards but referenced only Sochi Airport; Russian regulations lacked provisions mandating monitoring of bird strike risks during flights or specifying crew responses when birds are observed near airports. At Zhukovsky, air traffic controllers frequently alerted pilots about bird activity; however, the high frequency of warnings led to pilot desensitization.

The MAK concluded that a combination of multiple bird-attracting sites, insufficient control measures, and outdated regulatory frameworks created safety vulnerabilities that contributed to the accident.

Final report

According to ICAO Annex 13, a final report on any aviation accident must be issued promptly, with interim updates provided annually. However, as of 2025, the Interstate Aviation Committee (MAK) has released only an interim update from August 2020 concerning this investigation. Rather than an official publication, in August 2022 an anonymous leak of the final report submitted to Rosaviatsiya appeared on Telegram channels. An aviation journalist quoted by Meduza attributed this delay to "bureaucratic reasons" and unresolved disputes between MAK and Rosaviatsiya. This absence of formal release is atypical given MAK’s previous timely publications for incidents such as Saratov Airlines Flight 703 and UTair Flight 579.

The MAK determined that the A321-211 VQ-BOZ accident occurred during takeoff following a collision with a flock of large gulls (each exceeding 1.13 kg), resulting in severe engine damage and thrust loss below one engine’s power setting under FLEX 49 takeoff configuration. This loss made continued flight impossible with landing gear extended, necessitating an emergency landing. The event surpassed anticipated operating conditions defined in aircraft certification, and maintaining even the reduced thrust level was uncertain.

Contributing elements included insufficient bird control regulations in Russia, proximity of bird-attracting sites near Zhukovsky Airport, shortcomings in local bird management practices, lack of established crew procedures for bird strike situations, and crew stress impairing correct execution of engine failure protocols. MAK’s safety recommendations emphasized stricter bird control policies at Russian airports, removal of illegal waste sites near Zhukovsky Airport, and improved guidance for handling bird strikes and engine failures after V₁.

Aftermath

Ural Airlines declared the aircraft a total loss and decided to dismantle it at the site without salvaging components. The Interstate Aviation Committee (MAK) transported fragments of the plane to the airport for further examination. Passengers were offered compensation by Ural Airlines, amounting to approximately US$.

In response to the event, multiple safety enhancements were introduced. The M. M. Gromov Flight Research Institute expanded its bird control initiatives at Zhukovsky Airport by increasing equipment, hiring additional personnel, and conducting frequent training drills. Ural Airlines revised its airport risk evaluations and supplied flight crews with improved data regarding bird activity patterns.

An environmental and ornithological survey was carried out in the vicinity of the airport. In September 2019, Rosaviatsiya suggested cooperating with law enforcement agencies to assess the legality of nearby waste disposal sites and to adjust the frequency of bird hazard inspections. By 2021, Rosaviatsiya partnered with the A. N. Severtsov Institute of the Russian Academy of Sciences to propose strategies aimed at minimizing bird strike incidents and created a collaborative platform for consolidating related data. It was advised that airport operators forward biological information from bird strike occurrences to the institute for detailed analysis.

In popular culture

The phrase "Let's go to the right, in the sun, along the rows of corn" (), uttered by senior flight attendant Dmitry Ivlitsky during evacuation, became widely recognized on Russian social media platforms after the accident. Ural Airlines leveraged this popularity by releasing limited-edition T-shirts featuring the slogan. In March 2023, a film titled Na solnce, vdol' riadov kukuruzy, directed by Sarik Andreasyan and based on the incident, was premiered.

See also

• Ural Airlines Flight 1383 – A Ural Airlines Airbus A320 that executed an emergency landing in a wheat field due to fuel shortage

External links

• Interstate Aviation Committee
  • Airbus A-321-211 VQ-BOZ 15.08.2019
  • Airbus A-321-211 VQ-BOZ 15.08.2019