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At 22:07:48 the LOC CAPT (localizer capture) mode was selected, and the aircraft entered a lefthand
bank turn with a roll angle up to 22º. At 22:08:14 the mode changed from LOC CAPT to
LOC TRACK, which means that the sideward deviation from the RW heading that had developed
during the turn on final was eliminated before the glide slope entry point and the aircraft was
established on the localizer (Attachment 2 Fig.9). The flight altitude was 600 m, the altitude-hold
mode was on, the indicated airspeed was 205 kt (380 km/h), and the autothrust was in the V/M
mode (speed-hold mode).
During level flight, at 22:08:31, the Captain decided to extend the flaps: “Let’s extend FLAPS 1,
**** him”. At 22:08:50 the slats were extended in 18º position. 30 seconds later the high-lift
devices were extended further in configuration 2. Extension of the high-lift devices was initiated
at the holding-pattern altitude of about 2,100 ft (~600 m), at a distance of ~22 km from the end of
RW-06 and at the indicated airspeed of 184 kt (340 km/h).
According to the FDR data, at 22:08:42 the selected speed decreased from 134 kt to 133 kt.
At 22:09:33 the holding controller advised: “RNV 967, contact Tower, 4000 by 190, 121.1”. The
reported weather was above the established minima at the landing airport. At 22:09:46 the crew
extended the landing gear, and at 22:09:54 autopilot 2 was engaged and after that the flight was
performed with the both autopilots engaged (Attachment 2, Fig. 5 and 7).
At 22:09:59 the final controller took over control of the aircraft: “Sochi Tower, Armavia
967,good evening, on final runway 06”; “Good evening, Armavia 967, Sochi Tower, distance 14,
on track. Now 13 kilometres, approaching the glide path”. At that moment the aircraft was at the
holding-pattern altitude, the indicated airspeed was about 143 kt (265 km/h), flaps in
configuration 2, landing gear extended. The fight was performed in the autopilot altitude-hold
mode, the LOC TRACK mode was on, and the autothrust was in the V/M mode (Attachment 2,
Fig. 4 and 5). The Captain’s and the co-pilot’s weather radar displays were in the W/S AND
TURBULENCE mode, and their navigation displays were in the ARC mode, with the Captain’s
display scale 20NM and the co-pilot’s display scale 10NM, and the ECAM was displaying the
WHEEL page (see Attachment 2, Fig. 6).
39
Note: During the continuation of the flight the modes and scales of the above instruments
remained unchanged, except for the automatic change of ECAM pages after the engines
were set in takeoff mode.
For the purpose of analysis, the final stage of the flight was split into several segments.
The segment of automatic descent on the glide slope with two autopilots engaged and the
autothrust in the speed-hold mode.
At 22:10:27 the GLIDESLOPE CAPTURE mode was activated, the altitude-hold mode (ALT
MODE) was switched off and the aircraft started approaching the glide slope. 15 seconds later
the GLIDESLOPE CAPTURE mode changed to the GLIDESLOPE TRACK mode, which means
that the aircraft had captured the glide path. At that moment the aircraft was at a distance of ~11
km from the RW 06 threshold, and its indicated airspeed was 144 kt (267 km/h). At 22:10:46 the
crew reported to the controller that they were on the glide slope, with the landing gear extended,
and ready for landing. In response they received information on their distance, 10 km, visibility
4000х190, as well as clearance for landing. The aircraft was descending on the glide slope with a
mean descent rate of -3…-4 m/s, and the indicated airspeed was about 140 kt (260 km/h) (see
Attachment 2, Fig. 5, 7 and 10). According to the available data, at the time of the accident the
aircraft weight was 59,000 kg, with centre of gravity at 30%,and the amount of fuel onboard was
6,300 kg, which was within the limitations stipulated in the A320 FCOM.
Note: In the course of experiments on the engineering simulator in Toulouse it was
determined that the trim position of the horizontal stabilizer recorded during the aircraft
approach corresponded to a landing weight of 60 tons and centre of gravity of 33%,
which is within the precision limits for calculation of these parameters.
At 22:11:08, at an altitude of 1675 ft (510 m) and an indicated airspeed of 142 kt (263 km/h),
flaps extension in configuration 3 was initiated. After extension was completed, at 22:11:11, the
CVR recorded a phrase by the co-pilot: “Add a bit, it’s almost sitting on the VLS”. Five seconds
later the selected speed was increased by 4 kt (to 137 kt). At 22:11:21, at an altitude of 1,525 ft
(465 m) and an indicated airspeed of 143 kt (264 km/h), they initiated flaps extension to
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