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airport with a landing heading of 295º: outer and middle markers, VOR+DME
beacon, localizer beacon of the ILS 295 system (the glidepath beacon was taken
out of service because of the offset of the runway threshold, about which there is
a corresponding NOTAM). A control radar was used to monitor the trajectory of
the airplane’s movements.
Given the above-mentioned list of conditions, the Captain chose the landing
approach system "LSE with fixed glidepath entry point" where the required
weather conditions should not be worse than the following: visibility 2500 m
and cloud base 105 m. The chosen system of approach ensured the safe
execution of landing in the actual weather conditions.
At 21:46 at 11,100 m and a speed of 490 kph (265 knots), when overflying
the Lonka compulsory reporting point (CRP), on a frequency of 124.7 MHz, the
crew informed the controller of Irkutsk regional center of their estimated time of
arrival at Irkutsk airport as 22:40, confirmed the diversion airport (Bratsk) and
received the instruction from the controller to maintain 11,100 m until the
estimated time of starting their descent to the Razdolye CRP at 5,700 m.
At 22:16 the airplane was taken to the calculated point of starting their
descent, which the crew reported to the controller, first on the emergency
frequency and then on the frequency of 124.7 MHz, and received permission to
descend to the Razdolye beacon at 5,700 m.
The co-pilot explained his error in using the emergency frequency: "…I
didn't switch it over. …It's night, and we're not getting enough sleep", which
was recorded by the CVR.
Note: 1. The conversations recorded by the CVR were
intact from 22:14.
2. One USW radio set on board the airplane is
always tuned to the emergency frequency.
At 22:16:40 the crew switched the profile speed AFS over to profile
descent and initiated descent. The profile descent and vertical speed AFS modes
were then used for the descent. Descent to 5,700 m was carried out at an average
vertical speed of 12 m/s.
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
94
During descent at 9,100 m the anti-icing system (AIS) for the engines was
switched on at the airplane captain's order and remained on until the end of the
recording.
At 22:25 the crew reported passing over the Razdolye CRP at 5,700 m, the
receipt of Lima ATIS information (for arrival) and switched over to
communication with "Irkutsk approach" on a frequency of 125.2 МHz.
The approach controller confirmed to the crew the location of the airplane
and permitted descent to 2,100 m.
During the descent at 4,200 m the wing AIS was switched on for 3 min at
the airplane captain's order.
At 22:32 min the crew listened to the Mike ATIS information (for arrival),
which indicated that there were minor changes in the direction of surface wind
from 280º to 270º, and that the height of the cloud base had increased from 170
m to 190 m. The remaining parameters remained unchanged: wind speed 4 m/s,
visibility 3500 m, weak showers and 8 octants of cumulonimbus clouds.
Note: According to data from the KRAMS visibility
detectors mounted at the threshold and in the
middle of runway 30, visibility was 4400 m - 5600
m from 22:30 until the moment of the accident.
After listening to the ATIS information, the crew reported receipt of the
Mike information, their altitude as 2,100 m and requested an approach by nondirectional
beacons.
Note: The friction coefficient measured in accordance
with 1994 RF CAOG for the runway (0.5) and the
deceleration conditions on the wet runway
reported by the airport services on the basis of this
measurement (braking action good) were reported
to the crew via MIKE information. The simulation
carried out and results of prior flight tests shows
that the actual characteristics of braking
corresponded to the conditions for a runway
"covered with water".
The distribution of crew duties during landing approach, according to data
from the decrypted conversations inside the cockpit, was as follows: active
piloting (PF) – airplane captain, control of piloting and communication (PNF) –
co-pilot.
In passing through transition level H=1,800 m the crew set the pressure to
943 gPa and went through the Approach Check List in accordance with SOP’s.
After informing the controller of the airport pressure setting and descending to
900 m on the base leg, the crew received permission to continue their approach.
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
95
Approximately 5 miles from the base leg at a speed of 413 kph (223 knots)
　
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