曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
indication of +8kt. Since the aircraft was being handled appropriately I did not take over
control as Captain. After wind shear recovery, we set flap 3 and followed the go-around
procedure, and I informed the Tower ‘We are going-around, due to wind shear’.
“The Tower replied ‘Follow missed approach’, and we engaged the autopilot and
changed PNF and PF roles.”
While we asked the condition at the time of hard landing from CAs, they said there
was no report for the injuries. After that, we landed at Hakodate Airport uneventfully.
(2) Statements of The First Officer
“We had received information on turbulence during flight due to a low pressure system.
The weather information I had heard for our destination of Hakodate Airport was that
the wind was strong but was a head wind, ILS approach was available, visibility was 10
km and even if it reduced it would be to around 8 km and so present no problem, the
runway was wet, there was no information on icing or snowing, etc., and there were no
problems for landing.
“During the approach to Hakodate Airport, although there were no indications of
substantial echoes even in the vicinity of the airport on the aircraft’s weather radar,
there were amber rain areas. According to the Hakodate Airport ATIS (Automatic
Terminal Information Service), the wind speed was 30 kt gusting to 42 kt and the
visibility 8 km, but there was no information regarding wind shear, etc. After we were
radar vectored onto the final approach course, then made ILS runway 12 approach.
Although we were flying in cloud till 10,000 ft, there was no buffeting. Everything went
smoothly, as we intercepted the glide path, we received landing clearance.
“There was strong head wind, so we set full flap at 2,500 ft in order to stabilize early.
We completed the landing checklist.
“I set the target approach speed as VLS plus 10 kt when strong wind conditions. At the
time of this accident, though I intended to add 12 kt in consideration of gusts, I
established it to 143 kt with plus 11 kt actually.
“We encountered some rough air. I disconnected auto-thrust at 1,000 ft MSL, and
disengaged the autopilot at 500 ft MSL. There was no need to make large pitch or power
changes and no especial deviation from the glide path, so no problems.
“Because our speed was fluctuating within a range of about 3 kt, I set the power so that
the airspeed wouldn’t go into the minus side. I set power a little on the high side,
stabilizing the N1 values at around 52–53%. I was not aware of any large gusts.
7
“After that, the airspeed twice dropped well below the target. At those times, I kept the
power as it was and didn’t adjust it. On the first occasion the airspeed approached to the
VLS. Although I increased the engine power in response, the Captain called ‘Airspeed’.
When the airspeed had recovered to VLS+20 kt, set the power back to its previous level.
Then there was another large drop in airspeed just as I had started to retard the thrust
levers, and immediately afterwards the aircraft sank. Then the ‘Wind shear, Wind shear,
Wind shear’ aural warning sounded. I think the barometric altitude at that time was
around 150 ft MSL. Our airspeed dropped more than 5 kt below VLS, so I immediately set
TO/GA and pulled to increase pitch as the ground was coming up. After I had set TO/GA,
I felt a ‘thud’ of impact. I thought we had touched down a little hard. The wind was
around 130°/25kt.
“Thereafter, I handed over control to the Captain and landed at Hakodate Airport
uneventfully.
2.1.2.2 Statement of Cabin Attendants who sustained minor injuries
(1) Statements of The CA seated at the forward cabin L1 crew seat
“Although we had heard from the Captain that there was rough air, we had been able
to perform the cabin service. The buffeting during the approach was no different from
normal. One to two minutes before landing it was totally white outside. I had a feeling of
dropping straight down as we were. I felt an impact. I announced that we were aborting
the landing.
“I didn’t feel as though I’d been injured at the time, but after I returned to Tokyo at
19:00 on the day, my coccyx had started to hurt a little. It started to hurt even more at
around 4 a.m. the next morning so I went to the hospital at seven, but did not have to be
admitted.” The CA crew seats are almost like a board.
(2) Statements of The CA seated at the aft cabin R3 crew seat
“At the time we left Nagoya Airport we were briefed that although Hokkaido-bound
flights except those for Hakodate had been diverted, the weather conditions at Hakodate
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