Ussr-65084, october the 9, 1984

 
On October 9, 1984 it was suddenly snowed. Of course, it could be assumed that it will be soon.
Last year, it  had fall on September 24 even, and we (I flew from Lyuda), went to a alternate  in Murmansk. No one could even imagine that it could fall on 9 October! All covered with snow and our flight to Moscow had been already delayed.
Finally, the plane was dug, the passengers were planted  and we began to taxi. While we taxiing, one transducer had denied but turning off and on, it earned again.
We took off. On 120 meters the flaps were fully cleaned and suddenly mechanic reported that the right engine oil pressure was 3 units(kg on every meter square - this is normal. Maybe it is a new form of the report?-I thought.
I gave the course on 200 meters. At this moment the mechanic reported that  oil pressure unit had been 2. That was worse. We had passed Varavino region  and mechanic shouted: "The oil pressure of the right engine is zero. The warring lamp is on. The right engine has died!  " and in a one second" left engine oil pressure is zero. Warning lamp is on. "But it was hearing that both engines were worked.
- Maybe it's your transducer fault?
- No - I shouted. (all information is recorded)
 The commander's report   is the next.
- Arkhangelsk ground, 65084, warning lamps of both engines are on, request back track landing.
- I do not understand.
The commander Privalov had to repeat. The fact that the simultaneous failure of both engines was not possible and it was not met and, consequently, in the flight manual, it was not described. Furthermore, the flight conditions were complicated, ceiling of clouds were less than 200 and at 2000 meters visibility. Of course, back track landing  would be  most short. But if the air traffic controllers have the time  switch on the landing system ? And if the devices lie?
 - Landing with back track is forbidden, there is a landing plane on a short final.(less than 6 miles)
The checking pilot was sitting on the right. He offered to land on course, we had left turn out and in the gaps of clouds was rushing the forest then there were swamps,  but I did not have rubber boots what I informed honestly. I could catch a cold and got sick. The phrase about rubber boots had been removed as substandard , and I was scolded.
We flew to the northern course ( The run way goes from West to East in Talagi) and I asked to take course to the baze (third turn) to save the time. The width of the traffic patent was  12 kilometers. This maneuver , I would have saved 60-80 seconds, but the dispatcher said to go strictly by the scheme . That's where I had been scared!
When such was said in such moment, the pilot think only not to disturb anything, and he did not think about a mouthful of land. We performed a perfect scheme.
As soon as we touched the ground the right engine  had died. The fire trucks had already waiting for us at the end of the run-way and when we added trust to left  engine to release the run way it was cut off.
The flight lasted 14.5 minutes, I recorded 15.
- Well, guys, make holes to to receive the medals- met us squadron commander.
Personally, I was not against it. The remaining half of the day we wrote explanatory notes and transcribed the "black box".
Generally, the black box is not black box this the orange ball and it is called as the magnetic registrar of flight. As appeared that maintenance of Perm Motors plant installed additional fire sensor on the engine and disturbance technology had opened the oil tap, forgetting to close it. The engineer on the line engine was not checked, and the aircraft was handed  to us. The engineer was the son of the chief engineer of control.
If we were awarded, the engineer sit (in prison) Therefore, it was decided to close the case.
  A little later, Gena Nikiforov came up through our tread union award us  "For outstanding achievements of safety" and awarded 50 rubles for crew or 10 rubles for every member.
We had drank more.
The Captain Privalov Y. S. year later got into another , in my opinion, more difficult situation. During climbing there was a destruction of the engine blades, vanes and these included the reverse, or reverse thrust.
Can you imagine: about 6 tons pull pulled forward, and 6 tons - back. The instrumental desk was not visible at all due to vibration, the air speed dropped sharply, and unfolding moment was huge, but they managed to shut down this engine and safely land. For this case Privalov Y. S.. awarded "Excellence in Aeroflot."
Now he retired somewhere near Tver.
The checking Muravev had retired long ago .
The board mechanic Eugene Zinchenko retired  . After that incident, he called us "partners" - Hey partner!
Oleg Pimenov, was very surprised when I congratulated him with the 20 th anniversary of that event. We flew together with him three  years and raised our children together. He is now still flying, and we saw him a couple of months ago (June 2005).
65084 still flying Aeroflot - Nord, former Arkhangelsk Airlines ...
But I had finished flying ..
There was terrible accident in Омsк  in a month after the event with us. Tu-154 with 150 passengers landed on the occupied run way by blower machine. The weather was difficult and the plane was in the clouds the  land was out of sight. The dispatcher of “Landing" asked  the dispatcher of "Ground" if the run way free or occupied. Receiving the answer that the run way "... freely," he allowed the landing on the occupied run way. Everybody were burned ...
Terrible, wild case. It was stirring in Aeroflot. I was released from the flights and I drew diagrams of that terrible landing. A month later I found  that I was announced gratitude and brought her to a private matter. God's ways are inscrutable!