Volga region airports and Aeroflot flights - Aeroflot Soviet Airlines Archives

Go to content
Privolzhsk (Volga) CAD
Приволжское УГА
Russian Soviet Federative Socialist Republic (RSFSR)
Privolzhsk CAD domestic routes map, early 1970s
 
Volga

8 panels (16 pp),  100 x 220 mm, RU
Aviareklama
By Aeroflot to the Volga

6 panels (12 pp),  x mm, EN
Aviareklama,
Under the Wing - Bashkiria

24 pp, 200 x 186 mm, RU
Aviareklama, 1983

Cheboksary - Чебоксары
Ishimbay - Ишимбай
Tu-104A CCCP-42376

It was preserved in front of the Pioneers' Palace at Prospekt Lenina 22 from 1975. It was destroyed by arson in 2005 and scrapped.
postcard, 1985 - 50,000
Kazan - Казань
Kazan, Lenin Memorial Places

18 pp including a fold-out map, 100 x 220 mm, RU
Aviareklama, ca. 1969
Timetable Winter 1974-1975 for Kazan and Begishevo (Kamaz) airport

Rare timetable booklet with on the cover a drawing of Tu-144 flying over Kazan city landmarks. Inside it starts with an all-union routemap and at the end a local routemap. The timetable contains several pages with passenger information and caricature drawings. Routes from Kazan are flown with Il-14, Yak-40, An-24, Tu-124 and Il-18 and from Begishevo by An-2, Il-14, Yak-40, An-24, Tu-124 and Tu-134.

52 pp, 143 x 100 mm, RU
Kazan, 1974 - 50,000
TASSR Photo Album

Oversized photo album of the Republic of Tatarstan with two pages about Kazan Airport.

124 pp hardcover, 272 x 348 mm, RU-TA
Tatarstan Book Publishing House
Kazan, 1960 - 5,000
Kazan

Oversized Kazan photo book with a double page about Kazan airport.

88 pp hardcover plus dustjacket, 272 x 348 mm, RU-TA
Tatarstan Book Publishing House
Kazan, 1960 - 5,000
Neftekamsk - Нефтекамск
Oktyabrsky - Октябрский
Orenburg - Оренбург
Penza - Пенза
Samara (Kuybyshev) - Самара (Куйбышев)
Saransk - Саранск
Saratov - Саратов
Timetable, summer 1965
valid 15 May until 14 November

This rare timetable for the Saratov airport summer 1965 schedule was printed on an empty international routes timetable. Aircraft in use are Yak-12, An-2, Il-14, Li-2 and An-24. There's also a table comparing price and travel time between the aircraft and the train from Saratov to many all-union cities.

6 panels (12 pp), 240 x 120 mm, RU
Publishing House 'Communist'
Saratov, 1965 - 650

Ufa - Уфа
Ulyanovsk - Ульяновск
Ulyanovsk, Lenin Memorial  Places

18 pp (incl. 1 fold-out map), 100 x 219 mm, RU*
Aviareklama,
*also in German
Ulyanovsk

4 panels (8 pp), 137 x 200 mm, EN
Aviareklama
ca. 1978

Yoshkar-Ola - Йошкар-Ола
Aircraft Monuments - Авиапамятники
Antonov 10A CCCP-11200 - Samara

Operated by the Privolzhsk CAD from 6 August 1960 and based at Kuybyshev/Kurumoch. It was taken out of service with all other civil An-10s after the Kharkov crash and later installed in Kuibyshev (now Samara) in the park named after Y. Gagarin and used as children's cinema "Antoshka". In Spetember 1996 it burned down and was removed.

See also the postcard above at the city of Samara
Stories - Истории
On 30 April 1953, at 19h11, Aeroflot Il-12P CCCP-L1777 took off  from Moscow-Vnukovo Airport. It was performing flight SU35 Moscow/Vnukovo – Kazan – Novosibirsk/North and headed for the capital of the Tatarstan SSR. On board were 18 passengers and 5 crew members.
The Ilyushin climbed to its cruise altitude of 1200 meters and was flying VFR. In the area of ​​the city of Gorky (now Nizhny Novgorod), just over half way, the crew noticed thunderstorm clouds, after which they descended to 600-700 meters and flew north-bound around the thunderstorm activity. They reached the Volga river near the railway bridge at the town of Zelenodolsk (the former Romanovsky bridge) and entered Kazan airspace at an altitude of 600 meters, flying along the south bank of the Volga (near the villages of Morkvashi and Pechishchi).
The crew requested permission to enter the circle for landing at the airport. Having received permission, they descended to 300 meters. 3 to 4 minutes later, at 21h37, being above the river bend between Kazan and the village of Verkhny Uslon, they felt a strong blow. Both engines began to lose power quickly, flames appeared from the exhaust pipes and the Il-12 was quickly losing altitude.
The commander of the aircraft made the only possible decision - to make an emergency landing directly on the surface of the Volga river. Despite poor visibility (by that time it was already dark), the pilots were able to successfully land not far from the Volga marina in the Admiralty settlement.
After the crash landing, the plane began to fill with water. The crew was blocked in the flightdeck by cargo that was placed in front of the passenger cabin. Passengers rushed to help the pilots and cleared the door from the cargo, after which the pilots were able to get into the passenger cabin. Meanwhile, the plane continued to slowly sink into the water.
According to the testimony of one of the passengers , the crew had announced the forced landing was in shallow water. For this reason, instead of immediately leaving the sinking liner, some passengers began to collect belongings and put on their coats. As the plane kept sinking deeper, passengers and crew members had to get out in the cold water in pitch darkness. Soon, the plane was completely submerged. As it turned out later, the depth at this place was 18 meters.
According to the local weather service, April 1953 had an average air temperature of +6 degrees. The water in the Volga at that time was literally icy. Fortunately, locals on the shore witnessed the disaster. Those who had a boat, immediately went to rescue the frozen passengers and crew members. They managed to save all occupants, except for one passenger. He had put on his coat before leaving the plane and this severely restricted his movement in the icy water, he could not hold out and drowned.
Later, the commission investigating the causes of the crash, found that at 21h37, the Il-12P flying at an altitude of 300 meters had collided with a flock of ducks. Pieces of one of the birds were found between the cylinders of the left engine. Another duck had smashed the cockpit right above the windows. According to the crew, the impact was enormous. The metal skin had deep dents  and a stringer deformed, hitting the magneto switch panel resulting in an ignition failure of both engines. This caused the fuel to ignite in the hot exhaust pipes instead of the cylinders. As a result, long flames formed at the exhausts, which the passengers and crew took as a fire.  The crew was not able to feather the props because the generator operated at low speed and did not provide sufficient voltage to the electrical network. Also the battery voltage was insufficient for feathering with the night equipment, communication radios and passenger cabin lighting switched on. The unfeathered props caused a lot of drag making the Il-12P lose altitude fast.
Note: According to some sources, the commander of the aircraft was the hero of the Soviet Union, Rodion Mikhailovich Suvorov. During World War II, he served as deputy commander of the 118th reconnaissance aviation regiment of the Northern Fleet Air Force. He carried out reconnaissance flights, thanks to which a large number of German ships were discovered. In addition, he covered the northern convoys from the air, supplying Lend-Lease military equipment to the USSR, protecting them from Nazi ships and aircraft, and also accompanied flights of Soviet bombers. In total, during the hostilities, Rodion Mikhailovich made 264 sorties, for which he dealt serious damage to the enemy in both military equipment and manpower. After the end of the war, the pilot moved to civil aviation.
contact us on: info@aeroflotarchives.com
or visit our facebook page:
Back to content