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a pitch angle stabilized at +3º. The vertical climb rate was 2…3 m/s (Attachment 2, Fig. 4, 5 and
10).
At 22:12:28 the controller repeated to the crew: “Arm, Armavia 967, contact Radar 119.7”. The
crew confirmed: “967, roger”.
At 22:12:30 a short control input on the side stick forward to 5.2º was recorded, and 3 seconds
later – a control input sideways -9.3º. These Captain’s actions resulted in a decrease of pitch to
1.4º and an increase of roll angle to 30º. At 22:12:34 the Captain started moving the side stick
forward and thereby pushed the aircraft nose down. The actual reason for such actions by the
Captain could not be determined. However, it can be stated that such inadequate piloting was
caused by a lack of monitoring of flight parameters, in particular pitch and roll angles.
In the course of the investigation the commission considered the following probable causes of
such piloting, though neither of them could be fully substantiated:
• Influence of somatogravic illusions, in particular the illusion of pitching up
experienced by the pilot flying, with a lack of monitoring of the flight indicators and longitudinal
acceleration of the aircraft, at night, with no visible references. This interpretation is substantiated
by the inadequate actions of the Captain that were recorded at the moment when the aircraft
deviation from the runway heading was more than 90 degrees. That means that the shore and the
ground lights that could be seen through the broken clouds disappeared at that moment, although
aircraft acceleration continued. On the other hand, there is evidence that shows that the Captain
monitored the PFD and read it correctly, at least the speed and FMA indication.
• Specific features of speed indication on the PFD, especially speed limitations for
the given aircraft configuration that are shown as the red bars at the top of the speed indication
strip. One may imagine the influence of the reflex acquired in training, for example, in response
to a TCAS warning when the pilot is anxious to avoid the displayed red part of the instrument
scale, which may result in the instinctive forward movement of the side stick, especially when the
pilot is in a state of psycho-emotional strain. This version is substantiated by the fact that the pilot
was monitoring the flight speed and its limitations (VFE) that depended on the aircraft
configuration and retracted the high-lift devices in a timely manner, and the control inputs on the
side stick coincided with the moments when the current speed was getting close to the limit
value.
At 22:12:36 the last crew communication with the ground was recorded: “Sochi Radar, Armavia
967…”. The phrase was not completed, since the Captain ordered the co-pilot, who was
communicating with the controller, to retract the flaps.
Segment where the aircraft started its final descent
The maximum altitude attained by the aircraft during the go-around manoeuvre was 510 m
(Attachment 2, Fig. 4).
The Captain’s actions described above resulted in a decrease of the pitch angle, the onset of
descent and continued acceleration at maximum continuous power. If the crew, who did not
follow the FD indications anyway, had switched off the FDs in accordance with the FCOM
recommendations, the autothrust would have switched to the speed-hold mode with the preset
speed 202 kt (GREEN DOT SPEED).
The table below provides the maximum allowable speed values for various configurations.
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Configuration Slats/Flaps VFE (kt)
1 18/0
18/10
230
215
Intermediate approach, take-off
2 22/15 200 Take-off and approach
3 22/20 185 Take-off, approach and landing
FULL 27/35 177 Landing
By 22:12:37 the indicated airspeed reached the VFE value established for the FULL
configuration. At that moment the Captain ordered flap retraction, and the wing high-lift devices
started retracting from the FULL configuration to configuration 2 at once. During retraction, at
22:12:41 activation of the MASTER WARNING accompanied with the aural CRC warning was
recorded, which means that the maximum allowable flight speed for the given aircraft
configuration had been exceeded. This warning continued on all the time until the end of the
flight, except for some short breaks. At this time the flight altitude had decreased to 1,626 ft (495
m), the indicated airspeed increased to 186 kt (344 km/h), the aircraft pitch angle was -5º (nose
down), with roll angle +33.5º.
At 22:12:45 the high-lift devices were retracted further to configuration 1. Though configuration
1F provides for flaps extension to 10º, the flaps were fully retracted automatically, as the flight
　
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