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to be 3500 m.
According to the on-board weather data, AMS Irkutsk did not receive any
information about any hazardous events from airplane crews on July 8, 2006.
During the course of the 24 hours starting from 12:00 on July 8, 2006,
weak and moderate showers were observed at Irkutsk airport. According to data
from the observatory of Irkutsk Meteorological Office, precipitation in Irkutsk
totaled 23 mm over the preceding 12 hours. Information about continuous
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INTERGOVERNMENTAL AVIATION COMMITTEE
36
precipitation was received from surrounding stations: "rain for 12 hours and
continuing".
Specialists of Irkutsk AMS and air traffic control collaborated in a timely
manner as prescribed by the Instructions for providing meteorological data for
flights at Irkutsk airport and other documents regulating the provision of
meteorological data for flights of civilian aircraft.
The following conclusions can be drawn from an analysis of the available
material:
1. The approach to the airport and the landing of the A-310 airplane at
Irkutsk airport were carried out in the area of a cold front, in the presence of
cumulonimbus clouds and showers.
2. The actual meteorological conditions at the landing airport of
Irkutsk coincided with the forecast. The weather forecast for Irkutsk airport
given to the crew of flight no. 778 in July 2006 before departure at Domodedovo
airport proved true.
3. The provision of meteorological data to Sibir airline flight C7 778
on July 8, 2006 meets the requirements of the 1995 civil aviation meteorological
manual and other regulatory documents governing the provision of
meteorological data to flights of civilian aircraft. The crew possessed accurate
information about the meteorological conditions at Irkutsk airport.
4. The actual meteorological conditions at the time when the A-310 FOGYP
airplane was landing at Irkutsk airport did not hinder the execution of a
safe landing and were not lower than the established minimum (105 x 2500 m)
when approaching by LSE with a fixed approach point in the glidepath.
1.8. Air Traffic Control
As a result of an analysis of the radio exchange between air traffic
controllers and the crew of the A-310 F-OGYP airplane, the following was
established:
At 21:46 the airplane entered Irkutsk regional ATC airspace. The crew
reported the flyover of the "LONKA" compulsory reporting point (CRP) at
11,100 m (control transfer point between civilian sector air traffic controllers of
the Irkutsk and Krasnoyarsk regional centers under the unified air traffic
management system [UATMS]), the estimated time of flyover at the "Razdolye"
NDB of 22:26, and arrival at Irkutsk airport at 22:40 (and at the diversion airport
of Bratsk). The controller from the UATMS Irkutsk civilian sector regional
center confirmed to the crew the receipt of the information and communicated to
them the following: “Maintain 11100 m, descend by calculation to Razdolye
5700, active runway 30”. The crew confirmed the conditions given by the
controller. At 22:16 the crew reported the estimated start of descent from 11,100
m. The regional center controller allowed the crew to descend to 5,700 m. At
22:24, after the crew reported that they had reached flight level 5700 m and
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INTERGOVERNMENTAL AVIATION COMMITTEE
37
were flying over the Razdolye NDB (control transfer point between the regional
center controller and the AppCC/ArCC (approach controller for Irkutsk airport).
The regional center controller instructed the crew to transfer communication
with the AppCC/ArCC to the frequency of 125.2 MHz.
At 22:25 the crew reported to the AppCC/ArCC controller that they were
flying over the Razdolye NDB at an altitude of 5,700 m. The AppCC/ArCC
controller communicated the location (azimuth 284 degrees, distance 79 km) to
the crew and instructed them to descend to 2,100 m on the base leg of the left
rectangular pattern to land from a heading of 295 degrees. At 22:33 the crew
reported that they have reached 2,100 m and requested permission to approach
by non-directional beacons. The crew's decision to approach by LSE was fully
justified since the ILS was disabled on June 29, 2006 because of earthworks in
progress at the threshold of runway 30. This information was published in
NOTAM and entered in ATIS.
To control the flight on the final approach leg to runway 30, the crew could
also use the VOR/DME system in addition to the LSE. The AppCC/ArCC
controller checked the landing approach of the A-310 airplane on the Raduga-2
secondary radar using the Topaz air traffic display system (with range
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FINAL REPORT ON THE RESULTS OF THE INVESTIGATION OF THE ACCI(16)
