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After turning at the base leg using the auto-pilot, at a speed of 325 kph (175
knots) and at 920 m, the co-pilot increased the flap angle to 20º at the airplane
captain's order. The AFS mode was switched over to the control mode for set
heading and vertical speed.
At 22:38:12 the co-pilot reported the completion of the final leg at 850 m,
whereupon he received instructions to work with the tower on a frequency of
118.1 MHz.
After exiting the final leg and before starting the pre-landing descent, the
crew turned on the wing AIS. This remained on until touchdown.
The Irkutsk tower controller permitted the crew to continue landing
approach on runway 30. 2.9 nautical miles before the glidepath entry point, at a
speed of 275 kph (149 knots), at a height of 860 m and on a heading of 313º, the
co-pilot at the airplane captain's order released the landing gear and armed the
spoiler handle, and 1 mile before the glidepath entry point brought the following
parts to their corresponding final positions: slats 30º, flaps 40º, after which the
crew went through the Landing Check List in accordance with SOP’s.
At 22:40 the tower controller notified the crew: "Sibir 778, distance 15,
on course, approach glidepath".
One mile before the fixed start-of-descent point, the co-pilot informed the
airplane captain of their approaching the start-of-descent point. In accordance
with the crew work procedure, the airplane captain increased the set approach
height by 1 point and prepared the "vertical speed" mode for use in the
longitudinal channel.
Descent to the final approach leg was carried out using the airplane
captain's navigational display in VOR mode, and that of the co-pilot in ILS
mode, to control the airplane's position relative to the course using indications
from the localizer beacon.
The airplane captain steered by auto-pilot using the side channel of the
heading selection handle and the vertical speed selector in the longitudinal
channel.
On the final approach leg, the auto-throttle of the engine worked normally,
using the set speed of 255 kph (138 knots). The position of the throttle control
levers for both engines changed at the same time and stayed within the range of
45º - 48º12 (9-12° TLA), while the thrust of both engines was 1.04 – 1.06 by
12 Hereinafter the TRA values of deviations of the TCL and RTL are taken from the FDR. Conversion of FDR
indicators into TLA values follows this formula (TCLFDR-36.6)*1.16
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
96
EPR. The ground speed on the final approach leg was an average of 240 kph and
the vertical speed of descent was 3.3 m/s.
At 22:40:18 the co-pilot reported: "Sibir 7-7-8 descending, landing gear
down, ready for landing", whereupon he received the controller's permission to
land.
At 22:42:40 at 240 m (according to the approach procedure - 245 m) and a
speed of 257 kph (139 knots) the outer marker was passed, which the co-pilot
reported to the controller.
At 22:42:43, according to conversations inside the cockpit, it was noticed
that the nose landing lights were switched on.
At 22:42:45 the crew switched on the windshield wipers. The noise made
by the wipers can be heard on the CVR recording.
The co-pilot notified the airplane captain about the decision height (DH)
100 feet before approaching it.
At 22:43:13 at a distance of 1500 meters from the offset threshold of
runway 30 and 105 m above it, the crew disengaged auto-pilot no. 1, and
switched off the auto-throttle 2 seconds afterwards. The TCL was steered
manually from then on. After the auto-throttle was disengaged, there were no
more steering commands from the thrust control computer (TCC) recorded on
the FDR. Couplings connecting the auto-throttle to the engine control cable were
disengaged and were no longer connected to the control cable. This is also
confirmed by data from the FDR.
At 22:43:19 the middle marker was passed at 92 m according to the radio
altimeter and at 260 kph (140 knots) (according to procedure, the height for
passing over the middle marker is 96 m).
On the final approach leg the crew adjusted the position of the airplane in
relation to the set the descent trajectory by comparing with the current one and
set their height according to the distance. The crew corrected their vertical and
lateral deviations from the set trajectory correctly and in due time.
Consequently, upon emerging from the cloud cover the airplane was at the
set altitude with a minor deviation to the right. In switching over to visual
piloting, the airplane captain made a small elevator deflection to pitch down
　
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