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6 REFERENCE MATTERS
6.1 Investigations on the use of “MANAGED SPEED” Mode Overseas
All Nippon Airways visited several operators of A320 family aircraft between 2–8 June
2002 and asked questions regarding the use of “MANAGED SPEED” mode in establishing
approach speed in the operation of same-model aircraft. The findings are summarized as
follows:
(1) In-Service Use of “MANAGED SPEED” Mode.
All operators interviewed had used “MANAGED SPEED” mode since its introduction.
(2) Flight Crew Resistance to the use of “MANAGED SPEED” Mode.
All operators reported initial resistance from flight crews at the introduction, but this
disappeared as understanding developed.
Similarly, there was initial resistance from flight crews converting from other types
regarding differences relating to “MANAGED SPEED” mode and auto-thrust, but this
disappeared as understanding developed.
(3) Use of “MANAGED SPEED” mode.
Each operator understood that Airbus recommends use of “MANAGED SPEED” mode as
standard procedure, even for runways 2,000m or less in length.
(4) Use of Auto-Thrust.
While each operator understood that Airbus recommends use of auto-thrust as standard
procedure, some operators that did not use auto-thrust as standard procedure. All operators
recognized the manual control of thrust to maintain flying skills.
6.2 Measures, relating to operational procedures, to be implemented by All Nippon Airways
Based on the overseas study described in section 6.1 above, All Nippon Airways
examined measures to prevent recurrence of the accident and intends to make phased
revisions to its aircraft operating manual.
(1) Introduction to Actual Operations.
Build experience by flight simulator training in order to deepen flight crews’
understanding of “MANAGED SPEED” mode and auto-thrust, and plan to instill pilot
common knowledge about these systems’ characteristics, rationale and standards for
judgment regarding their use in actual operations.
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(2) AOM Revisions.
(i) Use of Auto-Thrust during Landing
Use of auto-thrust during the landing will be at the discretion of the PF. However, use of
auto-thrust will be strongly recommended when wind shear is expected.
(ii) Use of “MANAGED SPEED” mode
After pilot common knowledge has been established by the measures described in (1)
above, a description will be added to the AOM section on Target Approach Speed that while
use of Managed Speed mode will be standard procedure, Selected Speed mode may be used
as necessary, subject to the judgment of the PF.
6.3 Notifications on the local weather information at Hakodate Airport
After this accident, ANA described in their Weather Handbook that the low-level wind
shear effects of ground topography on the surface boundary layer at Hakodate Airport to
notice flight crews.
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Figure 1: Topography around Hakodate Airport
N
Wind Dir 130 ﾟ
Wind Speed 28 kt
(Reports from Tower)
Approach Course
Tail Strike point
0 0.5 1 km
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Figure 2: Three angle view of AIRBUS A321
Unit: m
34.10 11.76
44.51
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Figure 3-1: Weather Map (0900 JST, 21 JAN 2002)
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Figure 3-2: Weather Map (1500 JST, 21 JAN 2002)
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Figure 4: Clouds Information Chart (1200JST, 21 JAN 2002)
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Figure 5: Area Meteorological Advisory Chart (1500JST, 21 JAN 2002)
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Figure 6: Weather Radar Chart for Western Hokkaido
Hakodate Airport
(mm／h)
Figure 7: Wind Dir and Speed Information (RWY 12)
Wind Dir.
Wind Speed(kt)
Time: JST
10 20 40 50
W N E S
The time of Accident occurred
06 07 08 09 10 11 12 13 14 15 16 17 18 19 20
63
13:02:35
13:02:36
13:02:37
13:02:38
13:02:39
13:02:40
13:02:41
13:02:42
13:02:43
13:02:44
13:02:45
13:02:46
13:02:47
13:02:48
13:02:49
13:02:50
13:02:51
13:02:52
13:02:53
13:02:54
13:02:55
13:02:56
13:02:57
13:02:58
13:02:59
13:03:00
13:03:01
13:03:02
13:03:03
13:03:04
13:03:05
13:03:06
13:03:07
13:03:08
13:03:09
13:03:10
13:03:11
13:03:12
13:03:13
13:03:14
13:03:15
0
3,000
6,000
9,000
12,000
15,000
0.0
5.0
10.0
15.0
20.0
25.0
30.0
35.0
40.0
45.0
10
20
30
40
50
0
50
100
　
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