曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
individually responsible for adherence to the pre-flight rest regime. It should be noted that it was
difficult for the crew to take adequate rest during the day before the night flight, due to
impairment of bio-rhythms. That is most likely why, in their cockpit conversations the crew
members mentioned that they had not got enough sleep.
In order to make their decision for departure, the crew obtained the observed weather data and the
weather forecast for the takeoff, landing and alternate aerodromes that met the requirements for
IFR flights.
According to the documents submitted, the airplane takeoff weight and the centre of gravity were
62,712 kg and 29.9% mean aerodynamic chord, i.e. within the A320 FCOM limitations.
There were 113 occupants on board: 105 passengers (including 5 children and 1 baby), 2 pilots, 5
flight attendants and 1 engineer.
The airplane took off from Zvartnots airport at 20:47. Takeoff, climb and cruise were uneventful.
The first communication between the Sochi approach controller and the crew took place at
21:10:20. At that moment the airplane was beyond the coverage area of Sochi aerodrome radar.
Up until 21:17 the approach controller and the crew discussed the observed and forecast weather,
and as a result the crew decided to return to Yerevan. At 21:26:37, after the decision had already
been made, the crew asked the controller about the latest observed weather. At 21:30:49 the
controller informed the crew that visibility was 3,600 m and the cloud ceiling 170 m. At 21.31.14
the crew decided to continue the flight to Sochi airport.
The next communication with the approach controller was at 22:00:45. At that moment the
airplane was descending to an altitude of 3,600 m heading to GUKIN point and was being
tracked by the Sochi radar. The approach controller cleared the airplane for descent to 1,800 m
and reported the observed weather at Sochi, as at 22:00, for runway 06, which was above the
aerodrome minimum. Then the crew was handed over to the holding and tower controllers, and
was cleared for descent to 600 m, as per aerodrome pressure QNH 1016 hPa, before entering the
turn to final. While performing the turn to final, the runway extended centreline was overshot.
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Having eliminated the deviation, the airplane started descending along the glide slope, following
the approach pattern.
At 22:10:45 the crew reported extension of the landing gear and their readiness for landing. In
response they were advised of the distance of 10 km and weather 4000 x 190, and were cleared
for landing. However, about 30 seconds later, the controller advised the crew of the observed
cloud ceiling at 100 m and instructed them to stop their descent and carry out a right turn and
climb up to 600 m and also to get in touch with the holding controller.
The last communication with the crew was at 22:12:35. After that the crew did not respond to any
of the controller’s calls.
At 22:13:03 the airplane struck the water, was destroyed and sank.
1.2. Killed and Injured
Injuries Crew Passengers Other
Fatal 8 105 -
Major - - -
Minor/None - - -
According to results of the medico-legal investigation, the cause of death of the 105 passengers
and 8 crew was severe trauma incompatible with life and typical for an aviation accident.
1.3 Aircraft Damage
The aircraft was completely destroyed due to impact with the water.
1.4 Other Damage
There was no other damage.
1.5 Personnel Information
Captain
Born in 1966.
Had completed primary training at the Krasnokutsk civil flight school, graduated from there in
1986 after obtaining a qualification as An-2 pilot; in 1997 graduated from Moscow Institute of
Civil Aviation Engineers.
Flying experience:
From 22.08.86 to 01.05.88 –An-2 co-pilot in Balaklavsky united flight unit of Privolzhsky Civil
Aviation Department;
From 05.05.88 –An-2 co-pilot in flight unit 113 under the Armenian Civil Aviation Department;
From 07.05.90 –Yak-40 co-pilot in flight unit 2 under the Armenian Civil Aviation Department;
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From 16.10.97 –Yak-40 Captain for Ararat airline under the Armenian Civil Aviation
Department;
From 19.05.2004 –A320 co-pilot in Armavia airline under CAA of RA;
From 01.09.2005 –A320 Captain in Armavia airline under CAA of RA.
In the period from 01.03.2004 to 17.04.2004 the Captain had passed a training course for A320
pilots at the SAS FLIGHT ACADEMY, Stockholm, Sweden. In tests his average rating was
between “satisfactory” and “good”. His piloting test result was 94%, with the allowable minimum
of 85%. The result of his classroom training test was 88%. He completed the A320 flight
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