曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

During the approach on which the accident occurred, while it is considered that the first
officer, acting as a PF, was flying the approach in “SELECTED SPEED” mode while
controlling the thrust levers manually, the following are thought regarding the
establishment of final approach speed at the time:
(1) The Value of the Final Approach Speed Established by the Flight Crew
Regarding the decisions on final approach speed at the time of the accident, according
to CVR recordings as described in the section 2.12.2, it is estimated that the flight crew
set the final approach speed (VLS +8kt) to 140kt at around 12:31:20 on the basis of the
ATIS issued at 12:00 which they had already received. Later, at around 12:33:17, it is
estimated that the flight crew set the final approach speed to 142kt in consideration of
gusts.
At around 12:50:50, after receiving the ATIS issued at 12:38, the flight crew discussed
the existence of gusts but made no mention of final approach speed.
However, as described in section 2.12.6.3, it is thought from the statements of the flight
crew immediately after the accident that the final approach speed was set to 143kt.
Moreover, according to DFDR data, the speed value in the “SPD/MACH” window,
which is used to set the speed during approach in “SELECTED SPEED” mode, was set to
143kt.
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Based on these facts, it is considered that the flight crew set the final approach speed
to 143kt during the final stage of the approach on which the wind shear encounter
occurred.
(2) Final Approach Speed in Consideration of Gusts less than 10 kt
According to the OM issued by All Nippon Airways, gusts that are less than 10 kt are
not a factor to calculate the value of the final approach speed. More over, according to the
AOM issued by All Nippon Airways, while the FMGC calculates up to the value of VAPP in
“SELECTED SPEED” mode, if there are gusts the pilot should add the gust component to
the value of VAPP. Further, it is specified that a PF should set the final approach speed
according to circumstances. The final approach speeds computed in corresponding to the
wind conditions communicated including gust less than 10 kt, that are not in accordance
with the OM prescribed in subsection 2,12,6.2 (2), to the pilots prior to the accident are as
follows:
Time & Source
Avg. Wind
SPD
Max Wind
SPD
VLS VAPP
Final App
SPD
12:00(issued) ATIS 28kt ---- 132kt 141kt 141kt
12:38(issued) ATIS 29kt 42kt 132kt 142kt 152kt
12:56:14 HKD TWR 28kt --- 132kt 141kt 141kt
12:59:46 HKD TWR 28kt 34kt 132kt 141kt 147kt(141kt)*
13:00(issued) ATIS 28kt --- 132kt 141kt 141kt
13:01:07 Co. Radio 32kt 40kt 132kt 142kt 150kt(142kt)*
*(speed) indicate the final approach speed not including factor of the gust less than 10
kt.
The flight crew stated that they had not clearly grasped the wind information received
by company radio at around 13:01:07 in the above table because they were concentrating
on the landing.
From the calculated speeds shown in the above table, it is considered that a final
approach speed of 141kt is appropriate if based on the wind reports that did not include
gust information, while on the other hand a final approach speed of 147–152kt is
considered possible to obtain a speed margin if the calculation is based on the wind
reports that did include gust, including less than 10 kt, information. According to the
AOM, “the PF makes the decision [on final approach speed] according to the
circumstances” based on the computed value, taking into account the wind conditions. It
is thought that consideration of the final approach speed including previously received
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wind information could be result more appropriate flight crew decision making for speed
margin advantages when high wind speed and fluctuations; that is, since gusts less than
10kt are not reported, even if no specific gust information is received, it is possible for
there to be gusts less than 10 kt and so previous wind reports should also be taken into
consideration when determining the final approach speed to obtain an additional speed
margin if wind conditions are steady strong. Moreover, while a final approach speed of
152kt is computed in accordance with AOM based on the ATIS issued at 12:38, even if
subsequent wind reports indicate that gusts are weakening or do not include gust
information, in the case that strong wind conditions remain the same, it is considered
appropriate to conduct the approach at a final approach speed based on the larger wind
speed value received up to that time. In consideration of this, the final approach speed of
　
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