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

However, there was no damage to the runway.
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2.5 Personnel Information
(1) Captain: Male, aged 37
Airline Transport Pilot License Issued January 9, 1998
Type Ratings Airplane multiengine (land) Issued August 6, 1985
Airbus A320 Issued April 17, 1991
Class 1 Airman Medical Certificate Term of Validity until March 17, 2002
Total flight time 7,195 hours 42 minutes
Flight time during the previous 30 days 47 hours 49 minutes
Total flight time on Airbus A320 3,342 hours 14 minutes
Flight time during the previous 30 days 47 hours 49 minutes
Issuance of Captain Certificate on Airbus A320 February 20, 1998
(2) First Officer: Male, aged 38
Airline Transport Pilot License Issued October19, 2000
Type Rating Airplane multiengine(land) Issued April 24, 1991
Airbus A320 Issued January 7, 1993
Class 1 Airman Medical Certificate Term of Validity Until March 10, 2002
Total flight time 4,403 hours 35 minutes
Flight time during the previous 30 days 54 hours 15 minutes
Total flight time on Airbus A320 1,874 hours 28 minutes
Flight time during the previous 30 days 54 hours 15 minutes
Issuance of first officer Certificate on Airbus A320 April 10, 1993
(3) Other Qualifications
The Captain obtained a qualification for allowing a First Officer to carry out a landing
from the right seat on October 1, 2000. The reported weather conditions at the time of the
accident were within the limits to allow the First Officer to carry out the landing.
(4) Training for recovery from low altitude wind shear
The Captain and First Officer had received flight simulator training for recovery from
wind shear encounters at low altitude and CRM training.
2.6 Aircraft Information
2.6.1 The Aircraft
Type Airbus A320-131
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Serial Number 1008
Date of Manufacture April 13, 1999
Certificate of Airworthiness 99-086
Term of validity Until valid data of ANA Maintenance Program
Manual from April 30, 1999
Total flight time 6,140 hours 49 minutes
Flight time since scheduled
maintenance
“4C” Check on May 22,
2001
1,502 hours 09 minutes
2.6.2 The Engines
Type: International Aero Engines AG (IAE) model V2530-A5
Serial
No.
Date of manufacture Total time in service
No.1 V10533 February 2, 1999 6,140 hours 49 minutes
No.2 V10959 March 18, 2001 1,502 hours 9 minutes
2.6.3 Weights and Center of Gravity
The weight of the aircraft at the time of the accident is estimated to have been
approximately 147,360lb, with the centre of gravity at 25.1% MAC, both these values being
within the allowable limits (maximum landing weight 162,000lb, with an allowable centre of
gravity range corresponding to the weight at the time of landing of 12.0–41.0% MAC).
2.6.4 Fuel and Lubricating Oil
The fuel on board was JET A-1. The lubricating oil was ESSO ETO 2197.
2.7 Meteorological Information
2.7.1 Synoptic Weather
According to the surface weather chart at 09:00 on January 21, there was a depression
with a central atmospheric pressure of 1,006hPa over the Sea of Japan S.W. of Hakodate,
and a high-pressure system of 1,032hPa N.E. of Hakodate, both proceeding N.E. at a speed
of 15–25 knots. At 15:00, the depression had deepened to 1,000hPa and the high-pressure
system had increased to 1,036hPa. At the time of the accident the distance between the
isobars were narrowing and the atmospheric pressure gradient was very high. According to
this situation, at a time of accident, atmospheric pressure situation was estimated to blow
strong winds, winter style distribution of atmospheric pressure changed, as the low pressure
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system approaching, supreme N-E wind was weaken.
A warning of strong airport surface winds was issued at 11:40 on the same day, and
airport weather information related to heavy rain was issued at 11:45. At the time of the
accident the wind velocity measurement device situated near runway 12 measured the wind
as 130–140° at an average speed of 28kt, with a maximum speed of 40kt and a minimum
speed of around 20kt.
Further, according to automatic recordings of real-time wind direction and speed at the
Hakodate Airport branch of the Meteorological Agency’s Hakodate Oceanic Meteorological
Office, there was no difference in wind direction or speed between the 12 and 30 ends of the
runway. (See Figs. 3 ~ 7).
2.7.2 Aeronautical Meteorological Observations at Hakodate Airport
The routine and special aeronautical meteorological observations by the Hakodate
Airport branch of the Meteorological Agency’s Hakodate Oceanic Meteorological Office
during the time period relating to the accident were as follows:
　
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