there is an update from MAK
During approach, the crew didn't achieve proper parameters of standard approach that was specified in the documentation. Had assessed AC's position as non-landing in relation to the runway, the crew reported this and initiated GA using TOGA mode. During this phase, one of autopilots that had been used during approach, was disconnected and from this moment piloting was done in manual mode.
Engines reached thrust mode that was close to TO. The crew changed flaps setting from 30 to 15 degrees. Because of the engine thrust, pitch started to increase and AC started to climb. Pitch angle reached 25 degrees.
IAS started to decrease, then the crew retracted the gear.
From the moment of initiating GA, to this moment the crew had not attempted to actively control the AC with a yoke input.
After IAS decreased from 150 to 125 kt, the crew started to use control column in order to obtain nose down attitude. That led to the arrest of climb, and subsequent descend with increase of IAS. Maximum AoA didn't exceed operational limits.
AC, after reaching alt of 700m, started to descend with negative pitch angle, that reached -75 degrees at the end of the recording. AC came into contact with the ground at high speed (more than 450 kmh ) and with large negative pitch angle.
From the moment of GA to the end of recording 45 sec had passed and the descend took 20 secs.
Engines performed as expected until the moment of impact, and there was no indication of any failures or abnormal operations in any of the AC systems
The analysis and interpretation of DFR continues.
MAK notes that upon finding and opening the container with CVR, the inner container as well as the tape mechanism of CVR was not found inside of the casing. Search for CVR is continued.
Last edited by Sunamer; 19th Nov 2013 at 14:09.