曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Weather Avoidance Radar System User’s Manual: -
Colour Interpretation Rainfall Rate
Black Very light or no
returns
Less than 0.7
mm/hr
Green Light returns 0.7 – 4 mm/hr
Yellow Medium returns 4 – 12 mm/hr
Red Strong returns Greater than 12
mm/hr
Magenta Turbulence Not applicable
1.6.4.3. The weather radar was serviceable and no defect
relating to the weather radar system was recorded in the
Aircraft Technical Log or Maintenance Post Flight
Report. According to the PIC, who was the Pilot Flying
(PF), and the Co-pilot, prior to the occurrence, the
weather radar antenna was set at a tilt angle of –1.75º
14
with Weather Mode and Auto Gain selected and the
range of the ND varied between 40 and 80 NM. The
PIC also stated that he had varied the Gain manually at
some stage. The Mandatory Occurrence Report
submitted by the PIC stated that, during deviation
around weather prior to the severe turbulence encounter,
there were no weather returns on the weather radar
display.
1.6.5. Automatic Pilot System
The Autopilot system was operative for the duration of the flight.
1.7. Meteorological Information
1.7.1. Meteorological Information at Departure and Destination
Aerodromes
As the occurrence took place during the enroute phase at FL 410,
meteorological information at departure and destination
aerodromes had no bearing on the accident.
1.7.2. Meteorological Information Enroute
1.7.2.1. On 18 July 2003, a Tropical Depression in the South
China Sea named ‘Koni’ had moved past the Philippines
and was forecast to continue in a west-northwesterly
direction at 10 knots. (Appendix 4 shows the track of
15
Tropical Depression ‘Koni’ relative to the Flight Plan
Track of HDA060.) The estimated position of the
centre of ‘Koni’ at 0600 was 12.2N 119.4E. Having
passed the Philippines to an area over the sea, ‘Koni’
was forecast to intensify. At 0600, with the maximum
sustained wind speed in excess of 63 knots, Hong Kong
Observatory upgraded ‘Koni’ to a Tropical Storm. As
the aircraft was approaching NOBEN, the center of
‘Koni’ was approximately 160 NM east-southeast of the
aircraft position. Isolated and embedded CB extending
up to FL 450, with associated moderate or severe
turbulence, were forecast within 200 NM of the centre
of the Tropical Depression. At the time of the accident,
the flight conditions were reported by the flight crew as
IMC (Instrument Meteorological Conditions) in cirrus
cloud.
1.7.2.2. The satellite weather picture at 0525 (Appendix 5 refers)
showed that layered and convective clouds associated
with ‘Koni’ extended to 200 NM west of its centre. The
tops of these clouds also have a lumpy texture, which is
a characteristic of convective clouds. Based on the
infrared satellite picture, the temperature of the cloud
tops in the area of the occurrence was -78º C,
suggesting that the cloud tops could reach up to FL 500.
16
1.7.3. Meteorological Information Provided to the Flight Crew
1.7.3.1. On departure from Hong Kong for Kota Kinabalu, the
flight crew was provided with a meteorological
information package containing the following
documents:
a) Aerodrome Forecast (TAF) and Aviation Routine
Weather Report (METAR) for Hong Kong, Kota
Kinabalu, Brunei (Alternate) and a number of
aerodromes in the region.
b) Wind and Temperature Charts for FL 300, FL 340
and FL 390.
c) Significant Weather Chart FL 250 – 630.
d) Significant Weather Chart FL 100 – 250.
e) A list of Significant Meteorological Warnings
(SIGMET).
1.7.3.2. Prior to the return flight from Kota Kinabalu to Hong
Kong, the flight crew was provided with updates on
weather, which included the following documents:
a) TAF for Kota Kinabalu, Hong Kong and Macao
(Alternate) and a number of aerodromes in the
region.
17
b) Tropical Cyclone Warning.
c) Infrared Satellite Weather picture from GOES-9.
1.7.3.3. The Significant Weather Chart FL250 – 630 issued by
the Weather Area Forecast Centre (WAFC) London
valid for 0600 on 18 July 2003, which was provided to
the flight crew, showed an area of “Isolated Embedded
CB” up to FL 450. The forecast height of the
tropopause indicated was FL 500. Appended to the
chart was the note ‘CB IMPLIES MOD OR SEV
TURBULENCE, ICE and HAIL’. (Appendix 6 refers).
1.7.3.4. At 0334, Manila issued a SIGMET on the Tropical
Depression, valid from 0000 to 0600; the crew did not
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Report on the accident to Airbus A330-342 B-HYA(7)