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burst into flames. As a result of the accident 125 individuals died, including both
pilots and 3 of the cabin crew; 60 passengers and 3 cabin crew suffered physical
injuries of varying degrees of severity.
The investigation of the accident was conducted by a commission
appointed by Order no. 13/379-R dated July 8, 2006 of the Deputy Chairman of
the Interstate Aviation Committee (IAC), as amended by Order no. 33 dated July
18, 2006 of the IAC Chairman:
Commission chairman A.N. Morozov, Chairman of the Accident
Investigation Commission of the Interstate
Aviation Committee
Deputies of the commission
chairman:
V.V. Chernyaev, Deputy Chairman of the
Accident Investigation Commission of the
Interstate Aviation Committee
Yu.V. Zhuravlyov, Director of the East
Siberian Administration of Gosavianadzor
(Federal Transport Oversight Authority) of the
Ministry of Transportation of Russia
Commission members: V.A. Trusov, Chairman of the Commission for
the Scientific and Technical Support of Air
Accident Investigation of the IAC;
S.A. Maryshev, branch consultant of the
Inspection board for flight safety and the
investigation of accidents of the Federal
Transport Oversight Authority
(Rostransnadzor);
V.I. Volobuyev, director of the Department of
Aerodromes and Airports of the Airport
Operations Administration of the Federal Air
Transportation Agency (Rosaviatsia);
1 Hereinafter, unless otherwise specified, UTC is used. Sunrise at Irkutsk was at 20:50 UTC.
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
9
A.P. Dovzhik, chief maintenance engineer of
the aviation maintenance center ОАО
"Aeroflot - Rossiskiye avialinii";
R.A. Teimurazov, IAC technical director for
safety issues;
A.G. Kruglov, advisor to the Chairman of the
IAC;
V.V. Biriukov, class 1 test pilot of the federal
state unitary enterprise "М.М. Gromov Flight
Research Institute"
Specialists from FTOA, Rosaviatsia, Rosaeronavigatsia, Irkutsk airport,
the airlines Aeroflot - Rossiskiye avialinii and Sibir, as well as the accredited
representative of BEA, who represented the State (France) of the airplane
Design, Manufacture and Registry, and of NTSB, which represented the State
(USA) of the engine developer and manufacturer, as well as their advisors from
Airbus and P&W, participated in the investigation.
During the course of the investigation the Commission requested
information about the cabin reconfiguration carried out by Lufthansa Technik
(Germany). In accordance with Annex 13 to the ICAO Convention, this
information was provided via BFU, which also appointed an accredited
representative.
Start of investigation - July 9, 2006
End - 2007
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
10
1. Factual Information
1.1. History of Flight
On July 8, 2006 an А-310 airplane with state registration number FOGYP
(France), leased by ОАО Aviakompania Sibir, and with a flight crew
consisting of the Captain and the co-pilot, was flying scheduled passenger flight
С7 778 from Domodedovo to Irkutsk.
Apart from the two cockpit personnel, there were 6 flight attendants and
195 passengers on board (of these, 2 worked for the company), which included
181 nationals of Russia, 3 of Germany, 3 of the PRC, 2 of Poland, 3 of Belarus,
2 of Moldova and 1 of Azerbaijan.
The airplane's payload according to the flight manifest was 19,800 kg
(which included about 80 kg of hazardous freight - perfume), its take-off weight
140414 kg (maximum permissible – 150,000 kg), and center-of-gravity position
25.5% (the range of permissible center-of-gravity positions for take-off is 18% -
32%).
Upon completion of the pre-flight preparation, the crew took off from
Domodedovo airport at 17:17 (17:15 – as per schedule) and after climbing set a
course for its destination airport of Irkutsk (alternate airport Bratsk). The flight
proceeded without incident and at 22:17 the crew initiated descent for an
approach and landing at Irkutsk airport. At 22:43:40 the airplane landed without
misalignment on runway 30 at Irkutsk airport.
Note: Before the flight, in accordance with Sibir’s MEL, the maintenance
personnel deactivated the thrust reverser on the airplane's left engine after
hearing the crew's observation about this thrust reverser's malfunction during a
previous flight.
After touchdown all spoiler sections prepared ("armed") by the crew for
utilization were deployed and the autobrake in Low mode, previously selected
by the crew, was activated. The pilot moved the right engine (no. 2) thrust
　
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