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above (2) as a basic in response to the circumstances. Also, according to AOM issued by
ANA, the maximum value for final approach speed is specified as up to landing reference
speed (VREF) plus 20kt. VREF in this formula is the speed of 1.23 times of VS, and it is the
value equivalent to VLS in the case.
2.12.6.2 Final Approach Speed specified in AOM in the Accident
(1) Concrete Example for Final Approach Speed (According to ATIS issued at 12:38)
The gross weight on the aircraft at the accident is estimated to 147,360lb, As
computing this, the stall speed (VS) is computed to 107kt. VLS with full flap is computed
to 132kt of 1.23 times of VS. VREF is also computed to 132kt in the case.
According to ATIS at 12:38, it was reported wind direction of 140°, and wind speed of
29kt with maximum 42kt. In this case, as a result of that 1/3 of head wind component is
computed to 9kt, VAPP is computed by the following formula:
VAPP = VLS + MIN (15, MAX (5, 1/3 of head wind component) )
= 132 + MIN (15, (MAX (5, 9) )
= 141kt
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During a flight, the computation up to here is displayed automatically if entering the
information of the wind to FMGC. The flight crews might establish the final approach
speed as further computing a gust component.
Gust component 42kt – 29kt = 13kt
Final approach speed 141kt + 13kt = 154kt :
While computing as above, as VREF plus 20kt is the maximum value, the final approach
speed is computed to 152kt.
(2) Value of a Final Approach Speed Computed by the Information of Wind in the Accident
The OM issued by ANA establishes that a final approach speed could be calculated
without a gust less than 10 kt. However, on the basis of the procedures as described
above (1), as computing a final approach speed by the information of wind received,
including gusts less than 10 kt, on the aircraft, it is as follows:
(i) According to ATIS issued at 12:00, because it reported the wind direction of 140°,
and wind speed of 28kt, VAPP is computed to 141kt, because no gust blew, the final
approach speed is computed to 141kt as the same.
(ii) According to ATIS issued at 12:38, as described above (2), VAPP is computed to 141kt,
the final approach speed is computed to 152kt.
(iii) According to the information from the Hakodate Tower at around 12:56:14, because
it reported the wind direction of 130°, and wind speed of 28kt, and no gust blew, VAPP
and the final approach speed are computed also to 141kt.
(iv) According to the information from the Hakodate Tower at around 12:59:46, because
it reported the wind direction of 130°, and wind speed of 28kt with maximum wind
speed of 34kt, VAPP is computed to 141kt. Then, because the gust was blowing at 6kt,
the final approach speed is computed to 147kt.
(v) According to ATIS issued at 13:00, because it reported the wind direction of 140°,
and wind speed of 28kt, and no information for gust, VAPP and the final approach
speed are computed also to 141kt.
(vi) According to the communication from the company radio at around 13:01:07,
because it reported the wind speed of 32kt with maximum wind speed of 40kt, VAPP is
computed to 141kt. Then, because the gust was blowing at 8kt, the final approach
speed is computed to 150kt.
However, on the basis of the procedures as described in the OM issued by ANA, the final
approach speed in (iv) above may be 141kt and (v) above may be 142kt.
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2.12.6.3 Final Approach Speed Established by the Flight Crews in the Accident
Regarding the establishment for the wind condition and the final approach speed in the
accident, according to the statement just after the accident, the first officer is stating as ‘In
ATIS issued before starting to approach, it reported the wind speed of 30kt with maximum
momentary wind speed of 42kt’. However, although the statement from the first officer is
consistent with the practical condition at the accident related to the whole tendency of a
wind, the weather information which the value of wind speed coincides accurately with
statement contents had not been provided in a fact. Then, regarding the establishment of a
final approach speed, he is stating that he established the final approach speed to 143kt as
intending to add 12kt in considering with the gust to VLS.
On the other, the Captain as PNF is stating as ‘Although the approach speed of VAPP
indicated on FMGC was computed to 140kt (VLS + 8kt), as considering with fluctuating
component of the wind speed and as a result of being thought the condition as making a
touch down from the aircraft nose to the ground, the final approach speed was established to
143kt’.
As having summarized the opinions from the other flight crews in ANA, they reported
　
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