Introduction
On 23 August 1992, an Aeroflot Tupolev TU-154, registration CCCP 85670, operated charter flight AFL 2267 from Milan-Malpensa to Zurich-Kloten. On board were 136 passengers and 9 crew members. The aircraft performed an ILS approach to runway 14.
Flight History
The flight proceeded normally until the final approach. The crew had received ATIS information indicating wind 260/03 kt and visibility 35 km. Later, the tower cleared the aircraft to land with a reported wind of 230/21 kt and RVR 1200 m. The preceding Singapore Airlines flight, SIA 320, reported a crosswind of 28 kt during its landing, which was audible to the AFL 2267 crew.
Approximately 30 seconds before crossing the outer marker, the crew disengaged the autopilot. After crossing the outer marker, turbulence increased. As airspeed increased, the crew reduced engine power from 68% to below 50% and later to flight idle (about 38%). When power was increased to 70% after about 12 seconds, the aircraft had already descended below the glideslope. At 75 m above ground, a discrete signal indicated full-scale deflection of the glideslope. The go-around was initiated at about 30 m, but the aircraft continued descending. It struck a 7.5 m tall glide-path monitor antenna at 5 m above ground, located 650 m from the runway threshold.
After the collision, the right inner flaps were damaged and engine No. 3 ingested debris. The aircraft began a right turn, moving toward runway 16 where a Boeing 747 (Malaysian Airlines flight MAS 3) was taking off. The tower instructed the Tupolev to turn left, but the crew initially did not comply. Eventually, the crew regained control and landed on runway 16 without flaps.
Damage and Injuries
The aircraft sustained damage to the right inner flaps and light damage to engine No. 3 from debris ingestion. The glide-path monitor antenna was destroyed. No injuries occurred among the 9 crew or 136 passengers.
Weather
Weather at the time included strong turbulence, heavy rain showers, and wind from southwest to west at about 15 kt, with gusts up to 35 kt in the final approach area. The preceding aircraft reported wind shear of 28 kt.
Investigation
The investigation was hindered because Aeroflot sent the flight data recorder and cockpit voice recorder to Moscow, contrary to regulations. The CVR transcript or tape was not provided, limiting analysis of cockpit procedures. The FDR data were later supplied.
Causes
The official report states the accident was due to:
- Descending below the glideslope during the final approach;
- Late initiation of the go-around procedure;
- Incorrect assessment of weather conditions by the crew;
- Insufficient or inappropriate cooperation among crew members.