Country
code

Bishkek City

Crash of a Boeing 747-412F in Bishkek: 38 killed

Date & Time: Jan 16, 2017 at 0719 LT
Type of aircraft:
Operator:
Registration:
TC-MCL
Flight Type:
Survivors:
No
Schedule:
Hong Kong - Bishkek - Istanbul
MSN:
32897/1322
YOM:
13
Flight number:
TK6491
Country:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
38
Captain / Total flying hours:
10821
Captain / Total hours on type:
833.00
Copilot / Total flying hours:
5910
Copilot / Total hours on type:
1771
Circumstances:
The aircraft was performing a cargo flight from Hong Kong to Istanbul with a refueling stop scheduled in Bishkek on behalf of Turkish Airlines, carrying a load of various goods for a total weight of 85,618 kilos. The approach to Bishkek-Manas Airport was completed in poor weather conditions with a vertical visibility estimated at 100 meters, a horizontal visibility about 150 meters and a runway visual range of 550 meters for runway 26. Apparently, the aircraft overshoot the runway and eventually crashed onto several houses located 1,000 meters past the runway 26 end (1,000 meters from runway 08 threshold). The aircraft was destroyed by impact forces and a post crash fire and all four crew members were killed. About 45 houses were damaged or destroyed and at least 28 people (among them six children) on the ground were killed. Its is reported that ten others were injured.

Crash of a PZL-Mielec AN-2 in Bishkek

Date & Time: Feb 22, 2009 at 1249 LT
Type of aircraft:
Operator:
Registration:
EX-68039
Flight Phase:
Survivors:
Yes
Schedule:
Bichkek-Boukhara
MSN:
1G193-11
YOM:
1981
Flight number:
GRA4571
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:

One minute after takeoff, the engine lost power and the crew elected to return. Eventually, the aircraft crashed in an open field, hit a small drainage ditch and lost its undercarriage and both left wings. All four occupants were slighty injured while the aircraft was destroyed.

Crash of a Boeing 737-219 in Bishkek: 65 killed

Date & Time: Aug 24, 2008 at 2044 LT
Type of aircraft:
Operator:
Registration:
EX-009
Survivors:
Yes
Schedule:
Bichkek - Tehran
MSN:
22088/676
YOM:
1980
Flight number:
IRC6895
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
85
Pax fatalities:
Other fatalities:
Total fatalities:
65
Captain / Total flying hours:
18250
Captain / Total hours on type:
2337.00
Copilot / Total flying hours:
4531
Copilot / Total hours on type:
881
Aircraft flight hours:
60014
Aircraft flight cycles:
56196
Circumstances:
On 24 August, 2008 the Boeing 737-200 aircraft registered ЕХ-009 and operated by a crew including a PIC and a Co-pilot of Itek Air was flying a scheduled passenger flight IRC 6895 from Bishkek to Tehran. Also on board there was the cabin crew (3 persons) as well as 85 passengers including two service passengers: a maintenance engineer and a representative of the Iran Aseman Airlines. Flight IRC 6895 was executed in compliance with the leasing agreement No. 023/05 of 15 July, 2005 for the Boeing 737-200 ЕХ-009 between the Kyrgyz airline, Itek Air, and the Iran Aseman Airlines. The crew passed a medical examination in the ground medical office of Manas Airport. The crew did not have any complaints of their health. The crew received a complete preflight briefing. The weather at the departure airport Manas, the destination airport and at alternate aerodromes was favourable for the flight. Total fuel was 12000 kg, the takeoff weight was 48371 kg with the CG at 24,8% MAC, which was within the B737-200 AFM limitations. After the climb to approximately 3000 m the crew informed the ATC about a pressurization system fault and decided to return to the aerodrome of departure. While they were descending for visual approach the aircraft collided with the ground, was damaged on impact and burnt. As a result of the crash and the following ground fire 64 passengers died. The passenger who was transferred on 29 August, 2008 to the burn resuscitation department of the Moscow Sklifasovsky Research Institute died of burn disease complicated by pneumonia on 23 October, 2008, two months after he got burn injuries. Thus, his death is connected with the injuries received due to the accident.
Probable cause:
The cause of the Itek Air B737-200 ЕХ-009 accident during the air-turn back due to the cabin not pressurizing (probably caused by the jamming of the left forward door seal) was that the crew allowed the aircraft to descend at night to a lower than the minimum descent altitude for visual approach which resulted in the crash with damage to the aircraft followed by the fire and fatalities. The combination of the following factors contributed to the accident:
- Deviations from the Boeing 737-200 SOP and PF/PM task sharing principles;
- Non-adherence to visual approach rules, as the crew did not keep visual contact with the runway and/or ground references and did not follow the prescribed procedures after they lost visual contact;
- Loss of altitude control during the missed approach (which was performed because the PIC incorrectly evaluated the aircraft position in comparison with the required descent flight path when he decided to perform visual straight-in approach);
- Non-adherence to the prescribed procedures after the TAWS warning was triggered.
Final Report:

Ground accident of a Boeing KC-135R Stratotanker in Bishkek

Date & Time: Sep 26, 2006 at 2010 LT
Type of aircraft:
Operator:
Registration:
63-8886
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Bishkek - Bishkek
MSN:
18734
YOM:
1964
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On Sept. 26, at approximately 8:03 p.m. local time, a KC-135R landed at Manas International Airport following a combat mission over Afghanistan. After landing, the KC-135R was parked at the intersection of the active runway and a taxiway while the crew awaited clarification on instructions from the air traffic control tower. The KC-135R was struck by a host nation TU-154 that was taking off. The TU-154's right wing struck the fairing of the KC-135R's No. 1 engine. The force of the impact nearly severed the No. 1 engine from KC-135R and destroyed a portion of the aircraft's left wing. The TU-154 lost approximately six feet of its right wingtip, but was able to get airborne and return to the airport for an emergency landing with no additional damage to the aircraft. The three aircrew members on board the KC-135R, as well as the nine aircrew members and 52 passengers aboard the TU-154, survived the accident. None of the aircrew or passengers on board the TU-154 sustained any injuries. One KC-135 crew member sustained minor abrasions while evacuating the aircraft.
Probable cause:
The collision between the TU-154 and KC-135R aircraft was clearly an accident and not the result of any intentional conduct. The Accident Investigation Board, convened by AMC, determined that the accident was caused by the Kyrgyzaeronavigation air traffic controller who cleared a civilian airliner for takeoff without verifying that the KC-135R was clear of the runway. In addition to the air traffic controller, the AIB found evidence of several contributing factors involving the KC-135R aircrew, conflicting published airport notices, and a tower liaison employed by the U.S. Government to facilitate communication between the tower and U.S. aircrews. Although the AIB found the air traffic controller primarily at fault, the U.S. KC-135R crew and tower liaison shared responsibility for ensuring the KC-135R cleared the runway to a safe location following landing. The accident might have been avoided had any of them exercised better awareness of their situation.
In conclusion, the AIB determined the principal cause of the mishap was the Kyrgyzaeronavigation controller clearing the TU-154 for takeoff without verifying that KC-135R was clear of the runway, there was evidence the following factors also contributed to the mishap:
- The Kyrgyz air traffic controller's instruction to vacate at taxiway Golf after dark conflicted with a published Notice to Airmen (NOTAM) that limited that taxiway's use to daylight hours. The contractor safety liaison (LNO) employed by the U.S. Air Force to facilitate communication between its aircrews and Kyrgyz controllers did not clarify the apparent discrepancy.
- After questioning the Kyrgyz controller's instruction to vacate the runway at taxiway Golf, the LNO instructed the KC-135R crew to hold short of Alpha. The mishap KC-135R crew misperceived the LNO's instructions and responded "holding short of Golf." The LNO failed to catch the read-back error.
- The Kyrgyz controller failed to maintain awareness of the KC-135R's location.
- The LNO failed to maintain situational awareness and intervene when the controller's actions endangered the KC-135R and aircrew.
The KC-135R is assigned to the 92nd Air Refueling Wing, Fairchild Air Force Base, Wash. While deployed at Manas AB, the KC-135R and its aircrew were assigned to U.S. Central Command's 376th Air Expeditionary Wing, flying missions supporting coalition aircraft over Afghanistan.
Final Report:

Crash of an Ilyushin II-62M in Bishkek

Date & Time: Oct 23, 2002 at 0457 LT
Type of aircraft:
Registration:
RA-86452
Flight Type:
Survivors:
Yes
Schedule:
Moscow - Bishkek
MSN:
16 22 2 1 2
YOM:
1976
Country:
Region:
Crew on board:
9
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Aircraft flight hours:
34662
Aircraft flight cycles:
6060
Circumstances:
The aircraft departed Moscow-Domodedovo Airport on a positioning flight Bishkek-Manas Airport where cargo should be loaded. The water ballast tanks were not filled, causing the centre of gravity to be outside the allowed limits. After passing the outer marker on approach to runway 26, a 15-second period of oscillations started with changes in bank angle and heading (between 245° and 255°). The plane passed over the runway threshold at a height of 30 metres and at a speed of 293 km/h. At this point the altitude should have been 15 metres. At a height of 20 metres, at a speed of 297 km/h, the thrust reversers of the n°1 and 4 engines were deployed. This was contrary to regulations, which stipulate that thrust reversers may only be deployed at the leveling-off altitude of 5-8 metres. The nose then rose to a 7° pitch angle. This was caused by the activation of the thrust reversers and the centre of gravity which was too far aft. The pitch-up could not be countered by a 13° nose down elevator application. The plane finally touched down on the maingear wheels 1395 metres down the 4,200 metres long runway. The flight engineer, without telling the pilot in command, shut down the n°2 and 3 engines. With an elevator-down deflection of 10-11° and the stabilizer at -3,3° the crew were still not able to get the nose gear on the ground. After retracting the thrust reversers and with the elevator deflected in a 21° nose-down attitude, the nose pitched down from +7° to -2,5° in 2-3 seconds. The stabilizer was then trimmed from -3,3° to +9° which caused the pitch angle to increase again. The Ilyushin ran off the left side of the runway 3,001 metres past the runway threshold. The plane continued until colliding with a concrete obstruction. The aircraft caught fire and burned out almost completely.
Probable cause:
Wrong approach configuration on part of the flying crew, which caused the airplane to land too far down the runway. The following contributing factors were identified:
- Poor crew coordination,
- The pilot-in-command who was also the General Manager of the company, did not had sufficient training and qualifications to act in such position,
- Poor crew resources management,
- Poor flight and approach planning.

Crash of a Yakovlev Yak-40 in Bishkek

Date & Time: Sep 2, 1989
Type of aircraft:
Operator:
Registration:
CCCP-87509
Survivors:
Yes
Schedule:
Jalal-Abad - Bishkek
MSN:
9 52 11 40
YOM:
1975
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
40
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
While descending to Bishkek, the hydraulic systems failed at an altitude of 5,700 meters. The crew continued the approach when the captain informed ATC that he was unable to lower the gear. The crew completed a belly landing on a grassy area parallel to the main runway at Bishkek Airport. The aircraft slid on a certain distance before coming to rest. While all 43 occupants were uninjured, the aircraft was considered as damaged beyond repair.
Probable cause:
Failure of the main hydraulic system due to the loss of the cap of the hydraulic tank caused by the destruction of the nut due to fatigue caused by structural and manufacturing faults.

Crash of a PZL-Mielec AN-2 near Frunze

Date & Time: Apr 8, 1986
Type of aircraft:
Operator:
Registration:
CCCP-56375
Flight Phase:
MSN:
1G180-54
YOM:
1978
Country:
Region:
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Crashed in unknown circumstances near Frunze after the crew failed to follow the minimum safe altitude. Occupant fate unknown.

Crash of a PZL-Mielec AN-2R in Alamedin

Date & Time: Jul 19, 1977
Type of aircraft:
Operator:
Registration:
CCCP-15274
Survivors:
Yes
MSN:
1G60-35
YOM:
1965
Country:
Region:
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
While landing at Alamedin (northeast part of Bichkek), the pilot was forced to make a go around for unknown reason. The aircraft hit an obstacle and crashed. There were no casualties.

Crash of an Ilyushin II-18V in Frunze: 6 killed

Date & Time: Jan 30, 1976 at 1535 LT
Type of aircraft:
Operator:
Registration:
CCCP-75558
Flight Type:
Survivors:
No
Schedule:
Frunze - Frunze
MSN:
184 0075 05
YOM:
1964
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
6
Aircraft flight hours:
17652
Aircraft flight cycles:
7623
Circumstances:
The crew was completing a local training flight at Frunze-Manas Airport. On final approach, both right engines n°3 & 4 were shut down to simulate a double engine failure. While at 3,500 metres from the runway threshold at a speed of 300 km/h, the crew deployed the flaps at 30° when the airplane entered an area of limited visibility (less than 1,500 metres). The captain decided to initiate a go-around and triggered both right engine. For unknown reasons, the engine n°3 failed to restart. Due to an insufficient speed, the airplane banked right to an angle of 55-60° then lost height and crashed in flames short of runway threshold. The aircraft was totally destroyed and all six crew members were killed.
Probable cause:
The accident was the consequence of several errors on part of the flying crew which led the aircraft in a configuration that became uncontrollable. The instructor allowed a pilot under training to seat in the front left seat while his experience and capabilities were insufficient for such flight configuration. The crew decided to deploy the flaps at 30° with both right engines not running, which caused the airplane's speed to drop to a critical value of 220 km/h. The decision of the crew to restart both right engines was too late.

Crash of a Tupolev ANT-9 in Frunze

Date & Time: Feb 15, 1942
Type of aircraft:
Operator:
Registration:
CCCP-L189
Survivors:
Yes
MSN:
190
Country:
Region:
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On final approach to Frunze, both engines failed. The crew attempted to make an emergency landing in a field. After touch down, the aircraft hit a drainage ditch and came to rest in a ravine. All occupants survived but the airplane was damaged beyond repair. It appears the Tupolev ANT-9 is a three engine aircraft but this model was a twin engine PS-9 version.
Probable cause:
Double engine failure on approach.