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medium was conducted by BEA specialists in France. Further processing, listening and analysis
of the retrieved data was performed with the use of SIS 5.5 and WinSis software in the
Commission on Scientific and Technical Support to Aviation Accident Investigation of the IAC.
The work on identification of the crewmembers’ voices and translation from the Armenian
language were conducted in the Commission on Scientific and Technical Support to Aviation
Accident Investigation of the IAC with participation of flight personnel from Armavia airlines.
The data analysis showed that the CVR had registered the audio data during the last flight of
A320 EK-32009 on 02.05.06 until 22:13:02:6. The system stopped recording due to a cut in
electrical power supply, when the airplane was destroyed.
1.12 Wreckage and Impact Information
Since the airplane was destroyed due to the impact with the water surface and sank, it was
impossible to determine the exact point of the initial impact.
The airplane wreckage sank into a depth of about 500 m, so exhaustive investigation was also
impossible. Only a small portion of the wreckage (less than 5%) was found and recovered from
the water surface.
The largest recovered fragments were the following:
Nose dome
Looking from behind at the nose dome, it was noticeable that almost a half of it was missing
(approximately a section between 4 and 10 o’clock). The type of damage made it possible to
conclude that the airplane did not hit the water nose first.
Landing gear
The lower parts of the left and right main landing gears were found.
19
The recovered right main landing gear wreckage was a piece about 1 m long from the lower edge
of the outer cylinder. The torque-link survived, though deformed. The recovered left main
landing gear wreckage was a piece of the shock strut piston about 80 cm long (from the wheel
axle) and a lower part of the torque-link. The tires of the main landing gear wheels were intact
and inflated.
Based on the damage, it may be suggested that at the moment of the airplane impact with the
water the landing gear was extended.
Fin
The fin with a fragment of the left rear fuselage survived. There are no corrosion traces on the
primary structural elements and on the rupture faces. The anti-corrosion coating was present. The
upper fin was ruptured. The fin section from rib No. 9 along the forward spar to rib No. 10 along
the rear spar was absent. The rudder moved easily. The rest of the rudder kinematics (actuators,
rods) had suffered no external damage. The lower part of the rudder was seriously damaged.
Elevator
The left surface of the elevator was almost completely reconstructed from the recovered
fragments. A fragment of the right surface of the elevator about 1.1 m long also survived. The
elevator hydraulic actuators (PN 31075-230) were also damaged (hydraulic actuator 34СЕ1 had
minor damage, and only the cylinder of the hydraulic actuator 34СЕ3 was found). The
measurements taken on the hydraulic actuator 34СЕ1 showed 440 mm between the flexible
joints, which corresponds to the elevator deflection to 19 degrees nose up. However, it should be
taken into account that at the time of the airplane impact with the water the elevator deflection
might have been different.
APU air intake duct
The APU air intake duct was found as a whole, severely deformed, with the deformation growing
from the leading edge to the rear flange of the attachment.
Shock-absorbing frame of the FDR
The shock-absorbing frame of the FDR was found severely damaged. The plug connectors appear
not to be damaged.
Fragments of the passenger cabin interior
The identified interior fragments had been laid out, in order to inspect for any evidence or traces
of fire:
-fragments of seats and seat and back cushions;
-fragments of internal panels;
-luggage bays and doors;
-forward attendant panel.
No traces of ignition or fire were found on the recovered fragments.
Life-jackets
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The main purpose of the life-jacket inspection was to determine if they were used before the
impact with the water. Some of the jackets were found still packed, the others without package
and not inflated. The life-jackets’ condition makes it possible to conclude that they were not used.
Apart from the above, they found some fragments of the lower side parts of the fan cowls, an
engine fire extinguisher and the APU fire extinguisher.
The fire extinguishers were discharged, as their safety valves and check valves on the filling
connections had been torn off.
None of the fragments bore any traces of fire.
In the base of the airplane’s fin the remaining wiring, connectors and HF radio feeders were
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