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No new methods were applied to this investigation. The investigation was conducted in
accordance with the standard procedures.
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2. Analysis
On 3 July 2006 the Armavia crew, consisting of Captain G.S. Grigoryan and co-pilot A.D.
Davtyan, was performing international passenger flight RNV-967 from Zvartnotz airport
(Yerevan) to Sochi airport on the A-320 registered EK-32009. There were 105 passengers and 8
crew on board (2 pilots, 5 flight attendants and 1 engineer from the Engineering Service as a nonpaying
passenger).
The crew had valid pilot’s licenses and medical certificates. Their qualifications and state of
health corresponded to the character of the mission performed and allowed the safe execution of
the flight. According to the documents presented, professional
skill levels of the flight crew members corresponded to the Armenian CAA regulations.
Note: Armavia airline does not undertake operational supervision of the A-320 aircraft crews’
flights via the use of flight recorder information, which made it impossible to completely
evaluate the professional skill levels of the flight crew members.
The crew passed preliminary training on 23.03.2006 as a part of the seasonal training under the
guidance of the airline’s Flight Director .
At 19:30 all the crew passed the pre-flight medical examination. After that they proceeded to
flight preparation under the guidance of the Captain.
According to the weight and balance chart submitted, the aircraft takeoff weight was 62,712 kg,
and the center of gravity was 29.9%, which was within the limits defined in the A320 FCOM.
The calculated flight time for the route from Yerevan to Sochi was about 1 hour. The aircraft had
10,000 kg of fuel on board, which was adequate for a flight to the destination airport with a
possibility to divert to the alternate aerodrome (Rostov) or return to Yerevan.
Aircraft maintenance was provided by Sabena Technics (Belgium), in accordance with the
contract with Armavia airline. Auxiliary work was performed by Armavia technical personnel.
No deficiencies in the maintenance service were brought to light that could have influenced the
outcome of the accident flight.
At the time of departure from Yerevan, the aircraft, its systems and engines were serviceable. The
Investigation Commission did not reveal any evidence of failure in the aircraft systems or engines
in the accident flight. The crew did not report any malfunctions on the aircraft, its systems or
engines.
The Captain made his decision to depart based on the weather forecast for the period from 18:00
to 03:00 issued at 16:55 and transmitted from the Vienna data bank. The forecast and observed
weather in Sochi airport conformed to one of the decision-for-departure variants provided in
Armavia’s Flight Operations Guidance.
Note: For an unknown reason, the weather forecast was not provided after 21:00.
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The engines were started at 20:39:30, engine No. 2 first, and then engine No. 1. The crew
received the controller’s clearance and lined up. Takeoff was performed with flaps at 18º, the
thrust control levers in the FLX position, with the autothrust engaged. The aircraft took off from
Zvartnots airport (Yerevan) at 20:47:10. The aircraft lifted off at an indicated airspeed of about
160 kt (290 km/h). At an altitude of 55 ft (17 m) the landing gear began to retract. At 20:47:13
the NAV mode was selected (see Attachment 2, Fig. 2)
Note: In the description of the takeoff and approach flight stages the radio altitude recorded
by the Allied Signal 4700 system was used.
At 20:47:56 at an altitude of 1,840 ft (560 m), the thrust control levers were set on the CL
position (CLIMB is the maximum continuous power mode). After that, autothrust was activated.
During the climb autothrust was set on N1 mode (fixed RPM). At 20:48:08, at a radio altitude of
2,370 ft (720 m) the autopilot was engaged.
During the climb the crew received the controller’s instruction for a correction to the left to
bypass an atomic power station, as well as information on thunderstorm cells: “967, for
information, azimuth 300, distance 50, upper 7, a thunderstorm cell”, CREW: “Information
received, thank you”. At 20:50:14 the selected heading was changed to 250º, a left turn was
performed in a mode to reach a course with roll up to -13º for about 14 seconds. At 20:51:02 the
navigation mode was selected (Attachment 2, Fig. 2 and 3). The crew continued climbing,
bypassing the thunderstorm cells (Attachment 2, Fig. 1).
At 20:51:03, having obtained the controller’s permission, the crew commenced a right turn to fly
to the en-route TIBLO fix.
At 20:51:40, upon request from the crew, the controller gave permission to fly to the en-route
　
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