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• The unstable weather conditions at the destination airport during the whole flight
and the crew being uncertain that they would land there in Sochi;
• The unexpected aircraft behaviour during automatic flight on the segment
described above.
The change in the crew’s intonation during their further conversations indicates that their stress
levels were increasing.
After the autopilot was disengaged, the Captain made a control input on the side stick forward to
9.7º (the maximum deflection angle is 16º), which resulted in decrease of the pitch angle to +4º
(while the angle of attack decreased to 2.2º…2.7º), and sideward to 17º (the maximum deflection
angle is 20º), which decreased the aircraft roll angle to 7º…8º. At the same time the indicated
airspeed increased to 140 kt (260 km/h), and the rate of climb decreased to 1…2 m/s. At the same
time as the autopilot was disengaged, a short input on the pedals was recorded. As a result, they
moved to a -2.3º position and then came back close to the neutral position. At 22:12:19 the side
stick was moved to a position of -9º (increasing the right bank) and then returned to the neutral
position (Attachment 2, Fig. 4, 7 and 8). As a result, the aircraft was stabilized on a right-hand
turn with a roll angle of about 20º (which corresponds to the minimum roll angle in the go-around
45
procedure) and a rate of climb of 2-3 m/s (the pitch angle of 2.5-3.5º). Experiments on the
simulator showed that the pitch command bar on the pilots’ PFD was considerably above the
aircraft symbol and set a desirable pitch up attitude of about 8º. The FDR readout shows that side
sticks of the both pilots were fully released for 7-8 seconds, and the right pedal was pushed
forward a bit (the pedal force was at least 10-11 kg). As previously mentioned, the aircraft type in
question does not require pedal inputs to coordinate a turn. The continuous force applied to the
pedals, while the side sticks were released, may be a sign that the crew’s mental state was far
from optimal.
Note: It could not be determined, based on the FDR readout, which of the pilots made the
pedal inputs. Presumably, it was the Captain who acted on the pedals, as he was pilot
flying the aircraft at this stage of flight.
Based on the character of the pedal inputs during the whole abnormal event, it could be
suggested that the Captain’s actions were inadequate. The forces applied to the right
pedal were at least 12-15 kg. In a normal situation they could not remain unnoticed by
the pilot. During development of the abnormal situation there was no necessity to deflect
the rudder, therefore it could be suggested that the pedal inputs were uncontrolled (the
Captain perhaps did not even realize the considerable forces applied to the right pedal)
and might have been caused by transfer of his knowledge of flying another previous
aircraft type, while under stress.
Starting from 22:12:20, by means of the selector on the control panel, the preset altitude of 3,200
ft (975 m) was gradually (in 5 sec) decreased to 2,048 ft (620 m). This crew action was
accompanied by intensive discussions for 10 seconds, which shows that the crew knew the
altitude that should be reached. However, since the autopilot was disengaged, the aircraft could
not climb to the given altitude automatically. The change of the preset altitude resulted in the fact
that the pitch command bar on the PDF came down, and now the required pitch angle was about
4º. The command bar coming down could have produced the illusion for the crew of pitching up.
At 22:12:24, during the change of the preset altitude, the thrust control levers were moved from
TOGA position first to the FLX position and then to the CL position. The altitude at which these
inputs were made corresponded to the default value of thrust reduction altitude (1500 ft + 40 ft
aerodrome elevation). Therefore, it may be suggested that the crew was monitoring the activated
flashing light LVR CLB on the FMA. Most probably, in this case the thrust reduction altitude
coincided with the acceleration altitude, which resulted in automatic engagement of the OPEN
CLIMB mode and the target speed change to the GREEN DOT (202 kt). After the engines were
set in the CL mode, the autothrust was activated in the N1 mode (ensuring the maximum thrust
for CL throttle levers position) (Attachment 2, Fig.4 and 5). By the time the engine thrust was
decreased, the side sticks were in the neutral position, the pedals were in 1.30…-1.70 position,
the aircraft altitude was 1,576 ft (480 m), and the indicated airspeed had increased to 163 kt (303
km/h). The aircraft was performing a right-hand turn, with a constant roll angle of about 20º, and
　
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