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starting from a point around 14.0 m inside the runway end.
No Notices to Airmen (NOTAMs) had been issued regarding hazards to the safe
operation of aircraft taking-off and landing at the airport. (Refer Fig. 1.)
2.10 Information on the DFDR and CVR
(1) DFDR
The aircraft was equipped with a Honeywell model 980-4700-003 solid-state Digital
Flight Data Recorder (DFDR). Except for N1 data, the other data had been recorded
normally.
(2) CVR
The aircraft was equipped with a Honeywell model 980-6022-001 solid-state Cockpit
Voice Recorder (CVR) which can record for 120 minutes. This recorded normally.
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The CVR records only voices and sounds in the cockpit, and time is not recorded. The
time correlation with Japan Standard Time (JST) was determined by matching the NTT
time signal and ATC radio communications recorded on ATC recorders with the
corresponding portions of ATC radio communications recorded on the CVR.
In addition to the above, data from the aircraft’s QAR were used to provide
supplementary data not recorded on the DFDR for the analysis.
2.11 Medical Information
The CAs who had sustained minor injuries were diagnosed as each needing 2–7 days of
medical treatment due to sprain of the cervical vertebrae and waist area or coccyx.
2.12 Tests and Researches to find Facts
2.12.1 Residual Markings on the runway
Traces of silver metallic abrasions thought to be from the lower surface of the accident
aircraft’s fuselage were left over the runway end markings for a length of around 15.9m,
starting from around 14.0m in from the runway threshold, and with a maximum width of
80cm. These traces extended in the direction of the runway, and their centre was located
around 90cm to the right of the runway 12 centreline. Further, the width of the abrasion
traces on the runway and the scratches on the lower surface of the aircraft’s aft fuselage
were almost identical.
Furthermore, no traces that could be though of as resulting from contact of the main
wheels with the runway were found in the vicinity of the abrasion traces, but DFDR
recorded that the main wheels were touched the runway.
2.12.2 Analysis of CVR recordings
The contents of main conversation concerning to wind and decision of final approach
speed in the cockpit recorded on the aircraft’s CVR were as Appendix.
2.12.3 Analysis on DFDR data
Based on DFDR and so on the said aircraft, the circumstances from when the said
aircraft started to approach until the aft lower body contacted to the runway were as follows:
During final approach for the said aircraft, in the period reaching to the altitude of 177ft
above ground level (AGL) from the altitude of 1,000ft AGL although computed airspeed
(CAS) was varying for 132~154kt, average of 145kt and the wind speed was varying for 32～
47kt, because the wind was blowing stable direction from south-east, auto-thrust was
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disengaged at the altitude of 900ft AGL and auto-pilot was disengaged at the altitude of
500ft AGL , then the approach was continued on glide path with manual control. The
airspeed selected in SPD/MACH window was 143kt on the aircraft. The average descent rate
before one minute as the aircraft reaches to the altitude of around 177ft AGL was minus
around 600ft/min. The major recordings related to the flight configurations below the
altitude of 177ft AGL was as the following chart:
Time
(hr:min
:sec)
Altitude
AGL(ft)
AS
(kt)
Descent
Rate
(ft/min)
Pitch
Angle
(°)
TLA
(°)
Engine
F/F
(PPH)
Wind
Direction(°)
Wind
Speed
(kt)
Ground
Speed
(kt)
13:02:47 177 134 -770 3.2 8.4 2,800 119 33 102
:49 158 132 -450 2.8 16.9 2,800 124 34 102
:50 155 145 -700 3.2 14.1 3,700 125 42 103
:51 149 150 -510 3.5 8.4 5,000 126 42 104
:52 141 153 -510 3.2 2.8 4,700 124 44 104
:53 136 149 -450 2.1 2.8 3,900 126 41 104
:54 126 141 -450 1.8 2.8 3,100 127 39 103
:55 114 137 -380 2.1 2.8 2,500 124 37 102
:56 99 141 -770 2.5 5.6 1,800 128 34 102
:57 68 122 -770 3.2 8.4 1,600 121 22 101
:58 53 120 -1,150 3.5 14.1 2,000 130 14 101
:59 22 117 -1,220 4.2 33.8 2,700 122 14 103
13:03:00 4 128 1,220 7.4 42.2 5,000 129 22 105
:01 -4 124 -1,540 11.2 42.2 7,200 118 16 108
:02 0 138 -1,540 10.9 42.2 9,400 108 31 111
:03 14 141 -190 13.7 42.2 10,500 107 23 115
:04 40 142 1,220 15.2 42.2 11,500 118 30 116
Besides mentioned above, the related recordings were as follows:
At around 13:02:58, the wind-shear warning was issued.
At around 13:02:59, the side sticks for the Captain and for the first officer were back
　
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