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150
200
250
Radio ALT
Gride Path
ALT(feet)
110
120
130
140
150
160
170
180
Figure 8-1 DFDR Recording-1
ＣＡＳ
kt kt
100
120
140
Wind Direction
Fuel Flow(lb/ｈ)
Degre
e
Wind Speed
TLA(deg.)
Pessure ALT
Wind shear
alert
Tail Strike
ＴＬＡ Fuel Flow
64
02:35
02:36
02:37
02:38
02:39
02:40
02:41
02:42
02:43
02:44
02:45
02:46
02:47
02:48
02:49
02:50
02:51
02:52
02:53
02:54
02:55
02:56
02:57
02:58
02:59
03:00
03:01
03:02
03:03
03:04
03:05
03:06
03:07
03:08
03:09
03:10
03:11
03:12
03:13
03:14
03:15
90
100
110
120
130
-20
-15
-10
-5
0
5
10
15
Figure 8-2 DFDR Recording-2
0
5
10
15
20
CO/SS Angle
CA/SS Angle
degree degree
Pitch Attitude
0
0.5
1
1.5
2
Vert G
kt Ｇ
Ground Speed
Tail Strike
Wind Shear Alert
65
0.0 10.0 20.0 30.0 40.0 50.0
0
50
100
150
200
250
300
350
400
450
Figure-9 Wind Speed on the Final Approach
Approach for The First Time
Hight Above Touch Down
(feet)
0
50
100
150
200
250
300
350
400
450
0
50
100
150
200
250
300
350
400
450
Hight Above Touch Down
(feet)
Hight Above Touch Down
(feet)
Approach for the Succeeding Arrival
（After 8min from the Accident）
The Second Time
（After １８min from the Accident)
Wind Speed （kt）
66
Wind Direction
The Site of Tail Strike
Estimated Flight Path
Photograph-1: Topography around Hakodate Airport
67
Photograph-2: The scrape marks on RWY 12
Photograph-3: Damage of the Aft Fuselage
68
Photograph-4: Damage of the Frame (#67)
Photograph-5: Damage of the Aft Bulkhead
Damage
Damage
69
Photograph-6: Cabin Attendants Seat
Photograph-7: Seat Comparison of CA with Passenger
Approx. 10.7cm
Approx. 2.8cm
CA Seat
Passenger Seat
70
APPENDIX: Analysis of CVR Recording
The outlines of the conversations in the cockpit recorded on the aircraft’s CVR before and after
the approach on which the wind shear encounter occurred are as follows:
Approx. Time
12:31:20 Flight crew dialogue on flying the approach at VAPP 140kt (VLS 132kt + 8kt).
12:32:37 Flight crew dialogue on approaching runway 12 using radar vectors then ILS
because of 12:00 ATIS information of a strong southeast wind and a 12–13kt
crosswind component.
12:33:17 Flight crew dialogue on flying the approach at Target Approach Speed plus
10kt using the PFD.
Subsequent recordings contain communications with ATC for descent 4,000ft and
radar vectors to intercept the ILS.
12:50:50 Flight crew dialogue on the latest ATIS, issued at 12:38, QNH 29.92 inHg and
ground visibility 4,500m with gusty wind condition.
12:54:53 Flight crew dialogue confirms to capture the localizer.
12:56:14 Hakodate Tower issues clearance to land, reports wind at 130°/28kt.
12:58:22 Landing gear extended and confirmed as down and locked.
12:59:46 Aircraft requests current winds from Hakodate Tower.
Tower reports wind at 130°/28kt with a maximum instantaneous speed of
34kt.
13:00:03 The First Officer conducts a briefing to confirm go-around procedures with the
Captain.
13:00:32 PNF announces that he has the approach lights in view.
PF acknowledges this.
13:00:43 Hakodate Tower reports an altimeter setting of 29.91 inHg.
Flight crew dialogue confirms correcting the altimeter setting.
13:01:07 Company radio reports winds of 140°/32kt with a maximum instantaneous
speed of 40kt, and a crosswind component of 11kt.
13:01:23 PNF calls 1,000ft.
13:01:40 Flight crew dialogue on switching auto-thrust to manual mode.
13:02:11 Flight crew dialogue on disconnecting the autopilot (AP).
Sound of aural AP disconnects warning.
13:02:16 PNF calls 500ft.
13:02:34 The middle marker aural indicator starts sounding.
13:02:43 PNF calls decision height.
PF declares landing.
13:02:47 PNF calls “AIRSPEED”.
13:02:55 Synthetic voice callout of “One hundred” feet.
　
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