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manual thrust lever control, “SELECTED SPEED” mode should be used for final
approach, and there is no procedure for “MANAGE SPEED” mode. Further, even for
approaches using autothrust, while “MANAGED SPEED” mode is mentioned in the AOM
there are no standards for judgment of its use.
While details on the circumstances of the adoption of “SELECTED SPEED” mode at
the introduction of the A321 aircraft to All Nippon Airways are not clear, it is considered
that there were differences in the way of thinking between the manufacturer Airbus
Industrie and the operator All Nippon Airways.
For All Nippon Airways, there were large differences between some of the operating
procedures for the aircraft types they had already operated for a long time and the newly
introduced Airbus type. When the Airbus aircraft were introduced, the descriptions of
“MANAGED SPEED” mode in the All Nippon Airways AOM were limited to what was
considered the necessary minimum in consideration of the opinions of the pilots and
operational experience.
Further, although judgment standards on the use of MANAGED SPEED mode during
approach are not specified in the AOM, All Nippon Airways’ AOR states that
“MANAGED SPEED” mode is effective for approaches made in strong winds etc., and
describes its characteristics and detailed operating procedures. However, because the
AOR is not part of the formal operating procedures manuals, it is considered pilots were
hardly using this mode for approach and landing in actual line operations.
Regarding the differences in content between the FCOM and AOM, it is considered
that it was necessary for All Nippon Airways as the operator to understand the
background and rationale of “MANAGED SPEED” mode in the manufacturer’s FCOM
and, having considered the issues in applying it to its own operations, it should have
carried out an adequate technical study on whether to incorporate it into its own AOM.
Furthermore, it is considered that it would have been effective for such a technical study
to confirm the effects on aircraft flight characteristics and pilot operations by flight
simulation as necessary. Also, it is considered appropriate that matters that are thought
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to have a large impact on flight safety should be described in the AOM that constitutes
part of the formal operating procedures documentation.
(3) The training for the establishment of use of “SELECTED SPEED” mode
Regarding All Nippon Airways’ continued operation of “SELECTED SPEED” mode on
A321 aircraft, it is considered by All Nippon Airways that when pilots convert to another
type of aircraft, the training will be proceed more smoothly if the concepts of operating
procedures for the same mode are the same between pilots’ currently rated aircraft types
and the new type.
It is considered that if an operator establishes operating procedures that differ from
those of the manufacturer, such as the use of “SELECTED SPEED” mode in this accident,
adequate studies should be carried out on factors that may have an affect on pilot
operations, for example a delay in engine thrust response and a pitch attitude associated
approach speed. It is considered that if there are matters in the operating procedures
that require special attention such as to not reduce thrust greatly in gusts and the fact
that high approach speed causes a nose-down attitude, the operator should study
instilling common pilot knowledge and conducting thorough training as necessary. If
there had been such common knowledge and training, it is thought that the crew would
have responded appropriately in this accident.
(4) The Effectiveness of “MANAGED SPEED” Mode.
From the point of view of preventing recurrence of this type of accident, the following
improvements are considered when comparing approaches and landings flown in
“MANAGED SPEED” mode to those flown in “SELECTED SPEED” mode:
(i) Automatic on-board computer calculation of final approach speed.
(ii) Even if CAS increases there should not be an excessive reduction of thrust to
maintain a fixed ground speed during approach and landing.
Further, as described in section 2.12.9.3, regarding maneuvers to recover from wind
shear during approach and landing using “MANAGED SPEED” mode, the result of flight
simulator tests assuming similar conditions as at the time of the accident showed that
wind shear recovery would have been possible and confirmed that using “MANAGED
SPEED” mode would have been effective.
3.1.10 Regarding the Wind Shear Encounter
Based on flight crew statements and analysis of the DFDR data, it is estimated that
　
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