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navigation mode (NAV MODE) selected. The descent rate increased to about -10…-12 m/s.
Note: In the quotations from the internal communications provided here the words
translated from the Armenian language are shown in italics.
The co-pilot’s phrase recorded by the CVR: “**** it, who operates such flights with the jitters
and not enough sleep?” could be evidence of crew fatigue. At 21:55:31 the Captain’s phrase was
recorded: “This one doesn’t want to keep in the MANAGE, does it brother? Now have a look
here. It doesn’t want to, you can’t make it.” and the co-pilot’s answer: “Engage your autopilot if
you want. Yours is better in descent (laugh)”. At 21:55:48 autopilot 2 was disengaged and
autopilot 1 engaged, and at the same time the autothrust switched to the speed hold mode (V/M
MODE) for a short while. After that the aircraft was descending in DESCENT mode, with
autothrust set in N1 mode, the indicated airspeed of 260 kt (480 km/h), and the mean descent rate
of ~ 10 m/s (Attachment 2, Fig. 2 and 3).
Note: Analysis of the internal communications at this stage of the flight shows that the Captain
was annoyed by the fact that in DESCENT mode (MANAGED MODE) the descent rate
was not as high as he expected. It should be noted that in this mode the descent rate is
calculated automatically, depending on a number of parameters describing the descent,
e.g. the aircraft attitude in relation to the preset profile and so on. This fact shows that
either the Captain did not fully understand the autopilot work algorithm in the
DESCENT mode, or was in a state of high psycho-emotional strain with an imperative
to land at Sochi as soon as possible.
At 21:58:40 the crew contacted the controller at the regional control centre “Strela”: “Rostov
Control, Armavia 967, good night, BANUT, flight level 220.” and was cleared for continued
descent: “Armavia 967, Rostov Control, good night, continue descent, 4800”, and 38 seconds
later: “Armavia 967, continue descent, 3600”. The flight was performed along route A277
(Attachment 2, Fig. 1).
At 22:00:35 the controller at the regional control centre “Strela” instructed the crew: "Armavia
967, contact Sochi Approach 124.6”.
The crew contacted the Sochi approach controller at 22:00:46: “Sochi Approach, Armavia 967,
good evening once again. Descending to 3600 to GUKIN.”.
36
The controller took over the control: “Armavia 967, Sochi Approach, good evening. Continue
descent to GUKIN, magnetic 190, distance 43”. From this time on, the aircraft was controlled by
Sochi controllers.
Having received the controller’s permission, the crew selected an altitude of 5,888 ft (1,795 m)
and continued descent in the OPEN DESCENT mode (Attachment 2, Fig. 3 and 9).
After 22:00 the weather at Sochi aerodrome was as follows:
22:00 Visibility 4000 m, wind 100º, 1 m/s, light rain showers, mist, considerable clouds 5-7
octants with cloud ceiling at 180 m, overcast cumulonimbus 8 octants with cloud ceiling at 820
m; air temperature 11ºС, dew point 11ºС, pressure 1016 hPa; the two-hour forecast for landing: at
times visibility 1500 m, mist, vertical visibility 150 m, the mountains partially in clouds, the
friction coefficient 0.5.
22:07 A check measurement upon request of the controller of the tower control point: visibility
4000 m, light rain showers, mist, considerable clouds 5-7 octants with cloud ceiling at 160 m,
overcast cumulonimbus 8 octants with cloud ceiling at 820 m.
22:09 A check measurement upon request of the holding controller: visibility 4000 m, light rain
showers, mist, considerable clouds 5-7 octants with cloud ceiling at 190 m, overcast
cumulonimbus 8 octants with cloud ceiling at 820 m.
During descent and approach the crew of flight RNV-967 was kept informed of the observed
weather conditions.
At Sochi aerodrome, weather observation was conducted with the use of the Automatic
Meteorological Information and Measurement System (AMIS), type certificate No. 89. The
meteorological equipment of Sochi aerodrome had passed a metrological check, possessed the
appropriate certificates, and at the time of the accident was serviceable.
The weather observation point is located near the end of RW 06. At the time of landing the cloud
ceiling was observed from the non-directional radio beacon facility located at a distance of 1,454
m from the end of RW 06, and the data obtained were representative and valid. The printout of
the cloud-ceiling data recorded by AMIS shows the values recorded every 15 seconds as follows:
22.10.23 ceilormeter/non-directional radio beacon: 185 m;
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