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
addition, the necessary parameters were recorded on a flight data storage unit for further analysis
of the performed modes («ENGINEERING SIMULATOR»). The on board computer software
and the indication and warning system of the «ENGINEERING SIMULATOR» conformed to
those installed on A320 EK-32009 that crashed on 03.05.06. In course of the research, the
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simulated weather conditions were close to the actual weather in Sochi airport on 03.05.06 to the
maximum possible extent.
At the initial stage of the research, the flight weight and balance of EK-32009 at the time of the
accident were verified based on the observed horizontal stabilizer balance values and the angle of
attack. In further experiments the verified flight data was used, which allowed to reproduce the
parameters and the airplane path on the simulator with the maximum accuracy. The most accurate
results were obtained on the FS «ENGINEERING SIMULATOR». Taking into account the
possibility of analyzing the recorded flight data, the research was mostly conducted on this
simulator.
Experiments on the FFS with the use of the motion system were performed mostly to obtain a
general picture of the accident, as well as to develop versions explaining crew actions during
manual flight, and especially when the abnormal situation developed.
The research consisted of the following stages:
- simulation of the crew actions based on the actigram of the final stage of the flight on the
motion (FS) and fixed (FFS) simulators;
- performance of standard procedures «GO AROUND» and «GO AROUND FROM AN
INTERMEDIATE APPROACH ALTITUDE» («MISSED APP»);
- assessment of the airplane behaviour induced by simulated crew actions with the autopilot
engaged, and with and without activation of TOGA mode at various stages of go-around;
- performance of the «MISSED APP» manoeuvre with retraction of flaps in configuration 3 and
retraction of landing gear;
- assessment of the rudder deflection effect in the process of development of the abnormal
situation;
- assessment of the possibility of recovering the airplane from the abnormal situation in its
various stages;
- investigation of the longitudinal acceleration effect on misperception of pitch orientation.
The following conclusions were made based on the work undertaken:
- If the standard «GO AROUND» and «MISSED APP» procedures prescribed in the FCOM are
followed, the airplane performs the go-around manoeuvre in both the autopilot and flight director
modes with no difficulties.
- For actions similar to those of the crew of flight RNV 967, the parameters obtained on the
airplane’s movement were very close to the parameters of the crashed airplane, which proves
high convergence of the results and adequacy of the applied mathematic model.
- In the case where the autopilot was not disengaged, while performing a maneuver similar to that
in the accident flight, the autopilot successfully completed the go-around procedure with
activation of warning «SPEED SPEED SPEED», and without the α – FLOOR function engaged.
- If after activation of the «PULL UP» warning the FCOM recommendations were followed, for
parameters similar to those in the accident flight, the loss of altitude during airplane recovery
from descent was about 200 to 230 ft.
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- The limited capabilities of the FFS motion system did not make it possible to check the version
of misperception of pitch orientation under conditions of longitudinal acceleration. Most
probably, the “pitch-up effect” might be a contributory factor, but not the prime reason
explaining the inappropriate nose-down input on the side stick made by the Captain.
- Development of the abnormal situation into the catastrophic one during the final stage of the
flight was made possible due to a partial loss of spatial orientation by the Captain and the copilot,
which the crew could not regain because of their inadequate skill and training with the
background of the fast-developing process and the lack of time.
- It was not possible to determine the actual cause of the inadequate pilot inputs after the segment
of stabilized flight, nor the cause of the lack of monitoring of the value and direction of roll,
pitch, altitude and the vertical speed.
Criminal aspects of the accident were investigated in the framework of criminal proceedings.
According to the complex forensic report, there was no evidence of in-flight explosion or fire.
1.17 Information on Organizations and Management
1.17.1. The airplane was registered in the state civil airplane register of the Republic of Armenia
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