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was observed during an examination of the Captain), headaches
and cardiac pains, which lead to a decline in mental capacity, as
well as in muscular cramps and limb tremors, which have a
negative effect on the nature of a pilot's movements; considering
that psychosomatic reactions are a universal form of an
organism's reaction to everyday and professional stress factors,
these reactions could also have been anticipated from the
Captain when he was flying the airplane, but this prognosis was
missing from the psychological records;
3) The recommendation by the Sibir psychologist to have the
Captain undergo conversion training on the A-310 airplane,
based on a non-objective opinion about the personality features
of the pilot, was insufficiently justified.
4) The section of the "Guidelines for psychological support for the
selection, training and professional activity of flight and
controller teams of civil aviation of the Russian Federation" does
not provide psychologists with standardized rules to carry out
selection of candidates for conversion training on new equipment
and needs to be thoroughly updated.
Therefore, the psychosomatic reactions that were typical for the Captain
could have a negative effect under stress conditions on the pilot's quality of
work, in particular, on the timely recognition of an abnormal situation and the
taking of appropriate steps to prevent its development.
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
87
2. Analysis
On July 8-9, 2006 an A-310 airplane with state registration number FOGYP
(France), operated by OAO Aviakompania Sibir, and with a crew
consisting of the Captain and the co-pilot, was flying scheduled passenger flight
С7 778 from Domodedovo to Irkutsk.
Apart from the two flight crew members, 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, its
take-off weight 140,414 kg (maximum permissible – 150,000 kg), center-ofgravity
position – 25.5% (the range of permissible center-of-gravity positions
for take-off is 18 - 32%).
The А-310 F-OGYP airplane (serial number 442) was manufactured at
the Airbus Industry plant (France) on June 11, 1987, and was owned by
Wilmington Trust Company, acting as the holder of fiduciary rights (USA). The
initial type certificate no. 145 was issued by DGAC France on May 27, 1987.
The airplane also had a type certificate no. 15-310 of Oct. 25, 1991, issued by
USSR Gosaviaregistr, with amendment on Oct. 1, 1993 issued by IAC
Aviaregistr.
The airplane had airplane registration license no. B23968 dated June 2,
1995 and current Airworthiness License no. 25076047462 dated Mar. 22, 2006
issued by DGAC France.
The А-310 F-OGYP airplane began to fly commercial flights on July 18,
2004 based on a sub-leasing agreement dated May 7, 2004 between OAO
Aviakompania Sibir and Airbus Leasing II, Inc.
Before Sibir started to operate this airplane, the passenger cabin was
converted from a three-class configuration with 185 seats into two classes with
205 seats (section 1.6).
The F-OGYP airplane had no breathing equipment on board for the two
flight attendants responsible for the emergency exits in the middle part of the
cabin. The breathing equipment for the flight attendants in the tail section of the
cabin was located on the wall at the side of the passenger cabin. This did not
allow flight attendants to quickly fetch it if the need arose.
Note: Another Sibir airplane (serial number 453, reg. FOGYQ),
which had the same cabin configuration, had
breathing equipment on board for 6 flight attendants.
The availability of this equipment on board an
airplane was regulated by clause 5.8.5.3 AAS-3, by
which the А-310 was certified in the USSR. This clause
states that "…Flight attendants to whom the flight
manual assigns the duties of providing assistance to
passengers when smoke appears in the cabin should be
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
88
supplied with additional smoke masks. The device with
the smoke mask attached to it should meet the
requirements of 5.8.4.2.4 and should be installed in a
place that is easily accessible by the flight attendants".
According to the information received from EASA
the certification basis for A-310-300 (FAR-25
amendment 1 through 45) and particularly item 25.1439
amendment 38 do not require the presence of smoke
　
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