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position, it is found that the time required until N1 stabilizes in the maximum takeoff
thrust was measured in around 6 seconds.
(2) As making the thrust lever advance quickly from around 50% N1 to the maximum takeoff
thrust, it is found that the time required until N1 stabilizes in the maximum takeoff
thrust was measured in around 3.2 seconds.
2.12.9.2 Required Thrust in a flight with less margin against a stall speed
Purpose: Study for the thrust required to maintain the same flight condition as CAS at
less margin against stall speed in level flight within a calm atmospheric condition.
Test Procedure: To measure the thrust required to maintain the condition of level
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flight in the altitude of around 300ft and at the speed of 118kt that was at fewer margins
against a stall speed.
Result It is found that for getting the engine thrust in a level flight at a speed of around
118kt, it is required with N1 of 69.4% and fuel flow of around 5,000PPH. Moreover, it is
found that for getting the engine thrust in CAS of around 122kt it is required with N1 of
52.4% and fuel flow of 2,840PPH.
2.12.9.3 Simulated Test at the Accident and Approach in each mode with a final approach
speed
Purpose: Reproduce the wind velocity in the circumstances simulated as same as
possible in the accident and make the engine thrust reduce in the same condition as on the
said aircraft at “SELECTED SPEED” mode, just after that, study for the possibility in
response with the wind-shear warning.
Test Procedure: Regarding the wind changes in final approach, the parameters should
be set as the head wind is selected to 30kt in the range from the high altitude to the altitude
of 170ft AGL thereafter, gradually increase the wind speed as following to descend, and the
head wind is selected to 40kt at the altitude of around 130ft AGL and finally reduce the
head wind to 14kt at the altitude of around 50ft AGL.
Make the thrust reduce as same level as in the accident in “SELECTED SPEED” mode.
Study for the possibility in response if it flied in the wind as the same circumstances as
in the accident in “MANAGED SPEED” mode.
Result
(1) Case of “SELECTED SPEED” Mode.
It is found that it might be recovered from wind-shear occurred in low altitude
regarding the recovery control by Auto-Pilot and Auto-Thrust.
However, regarding the approach by manual, although it executed the recovery control,
it is too late for the recovery from wind-shear and it came to contact to almost same as
the place around the end of the runway as in the accident.
Based on these results, while it is making approach with the thrust control by manual
in “SELECTED SPEED” mode, if the wind-shear warning issued unexpectedly as in the
accident, it was estimated that it was difficult to respond with the thrust lever control in
correspondence with the establishment of final approach speed as the flight crews on the
aircraft in the accident and the change for CAS.
Further, it was thought to be rather advantageous in the case it used Auto-Pilot and
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Auto-Thrust than by manual control related to the recovery control from wind-shear.
(2) Case of “MANAGED SPEED” Mode.
It is found to have been possible for the recovery from wind-shear. Further, it is found
it might make stable approach even under strong wind.
2.12.9.4 Study for the Aircraft Pitch Attitude Change Following to the Airspeed Change and
the Recovery Control from Wind-Shear in Final Approach
Purpose: To study the control is possible to recover from wind-shear at low altitude with
“SELECTED SPEED” mode and to study for the pitch attitude change as increased final
approach speed.
Test Procedure: Reproduce the wind velocity in the circumstances simulated as same as
possible in the accident, and to measure the recoverable control method and speed without
contacting to the runway as it makes the final approach speed gradually increase from less
speed than the one in the accident with “SELECTED SPEED” mode. Moreover, in the case
as how does it establish the final approach speed, to measure whether the aircraft attitude
pitches down to minus.
Result: It is found that the minimum final approach speed being able to recover from the
circumstances was measured in around 144kt in the case it encountered wind-shear at
almost the same low altitude as in the accident in “SELECTED SPEED” mode. On the other
side, if it selected the final approach speed to 142kt or less, it could not recover from windshear
even if it increases the thrust at the same time of wind-shear warning issued. In these
cases, it was not executed for the control to reduce the thrust corresponded to the CAS
　
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