Background
The aircraft was operating a scheduled flight from Kish Island, Iran, to Sharjah, United Arab Emirates. The captain was initially the pilot flying but unexpectedly handed control to the first officer prior to the descent for the approach to Sharjah. The first officer expressed reluctance, stating he was not confident in his ability to conduct a VOR/DME approach into Sharjah, a statement inconsistent with his previous experience. The captain insisted and provided encouragement and instruction during the approach.
Sequence of Events
At 11:24 hours local time, the aircraft contacted Dubai Arrivals and was cleared from 9,000 feet to 5,000 feet and instructed to expect a VOR/DME approach to runway 12 at Sharjah International Airport. At 11:29 hours, the aircraft was further cleared to 2,500 feet and cleared for the approach. The aircraft operated under its own navigation in daylight conditions with excellent visibility.
At 11:35 hours, the aircraft contacted Sharjah Tower, reporting it was established on the VOR final approach for runway 12. The tower cleared the flight to land and advised calm wind. At that point, the aircraft was slightly above the approach profile. The initial approach speed was approximately 190 knots, at least 50 knots above the target speed, with no flaps and landing gear retracted. Standard operating procedures required the landing gear down and flaps at 10 degrees during the approach, with a stabilized speed of 130 knots prior to the minimum descent altitude (MDA).
Approaching the MDA at flight idle, the autopilot was disengaged. The first officer called for flaps 10 at 186 knots (limiting speed 180 knots), but the captain selected flaps 25, an uncalled setting, at 183 knots (limiting speed 160 knots). The landing gear was called for and selected at approximately 185 knots (limiting speed 170 knots). The captain then took control of the aircraft. Shortly after, the cockpit voice recorder captured the sound of the ground range selectors being lifted and the power levers moved from the flight idle stop into the ground control range. The left propeller went to full reverse while the right propeller remained in positive pitch within the ground control range. The aircraft descended in an extreme nose-low, left-bank attitude until impact.
The aircraft crashed 2.6 nautical miles from the runway onto an unprepared sandy area adjacent to a road and residential buildings. It broke apart on impact and a fire started immediately. Three passengers suffered injuries, while 43 other occupants were killed.
Probable Cause
During the final approach, the power levers were moved by a pilot from the flight idle position into the ground control range, which led to an irreversible loss of flight control. Contributing factors included: 1) the captain's sudden insistence that the first officer fly the approach, creating an environment leading to breakdown of crew resource management and non-compliance with standard operating procedures, resulting in excessive approach speed; 2) an attempt to rectify the high speed likely led to non-compliance and movement of power levers below flight idle; 3) the unmodified version of the Skid Control Unit failed to provide adequate protection.