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of runway slabs) noticeably differ from the conditions simulated on the
simulator. Nonetheless, the results obtained from the experiment demonstrated
the degree by which the shaking affects the possibility of unintended shifting of
the TCL.
In a specific position of the hand, the pilot inadvertently and partially rests
his palm on the TCL knob of the left engine.
The combination of the shaking and deceleration makes the process of
uncontrolled shifting of the TCL forward even more unnoticeable.
It must be noted that this effect appears more noticeable to the pilot on a
smooth runway if there is only deceleration influence. Other participants in the
experiment came to the same conclusions.
Aborted take-offs performed at various rates of deceleration and minimum
friction forces in the TCL cable (0.35 - 0.4 kg) showed the impossibility of
spontaneous shifting of the TCL because of the negative longitudinal loads
recorded by the FDR during the accident flight (~0.2g). Nevertheless, it is
obvious that the forces needed to shift the TCL forward and applied by the pilot
in this case will be small.
4 Defining the final moment in the emergency situation when it
was possible to prevent the accident provided the crew recognized
the reasons for the abnormal behavior of the airplane and took
appropriate measures
The studies were conducted in a motion simulator (FFS) with different
runway surface conditions (dry, wet, covered with a layer of dirt, icy). It was
impossible to simulate the condition of a runway covered with a 5-mm thick
layer of water. The condition ensuring the prevention of the accident was as
follows: rolling beyond the end of a 3000-m runway at a speed of 40 - 60 kph.
(The available landing distance of runway 30 at Irkutsk airport plus the 400-
meter concrete stopway is 2,825 m). The actions of the crew similar to the flight
on July 9, 2006 were simulated in the experiment. Once the crew discovers the
reasons for the extraordinary situation (increase in thrust of the left engine of up
to EPR = 1.2 and, consequently, the absence of deceleration of the airplane) a 2-
second delay was given to decide, after which the TCL of the left engine was
transferred to idle and the brake pedals were pressed fully. The speed was 90 -
95 knots. The following distances of the required remainder of the runway were
obtained (provided the airplane rolled off at a speed of 40 - 60 kph):
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
70
• for a dry runway – 450-500 m;
• for a wet runway – 500-550 m;
• for a runway covered with a layer of dirt ~600 m;
• for an icy runway – 750-800 m.
The acceptable convergence of the simulator recreation of the pattern of
movement of the airplane on the runway and the results of the experiment
correlate with data of the mathematical modeling adequately well. So the
available reserve of time to decelerate the airplane (from the time the "incorrect
configuration" signal was actuated until the TCL was removed on idle or until
the engines were switched off) would have allowed the pilot to shorten the
stopping distance to a length that could have prevented the accident. The
deactivation of the engines somewhat shortens the stopping distance compared
with the operation of the engine on idle.
5 Psychological aspects of the accident of the А-310 F-OGYP
airplane in the area of Irkutsk airport on July 9, 2006
After landing and after deceleration commenced on the roll-off, the crew
could have fallen into a state of premature mental demobilization. This mental
state is characterized by a decrease in pilot alertness (relaxation) and a decrease
in the degree of nervous and emotional tension at the moment when the
principal activity had not yet ended. The discrepancy between the degree of
nervous and emotional tension and the requirements of the activity being
performed, especially as flight conditions become more complicated, becomes
the reason for the decrease in the professional reliability of pilots. The degree of
conscious control over flight parameters and actions being performed decreases.
The pilot assumed that the main stage of the flight has already ended. It is
possible that, after the engine reverser was deactivated and active deceleration
started and upon sensing the usual noise and negative acceleration because of
the reverser and the start of deceleration, the crew fell into a state of premature
mental demobilization. After the start of deceleration and before the airplane
rolled beyond the runway, control over the rate of change of speed using
instruments was probably not exercised (or was exercised only visually, which is
　
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