Remove Descent Remove Indicated Airspeed Remove Stability
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Delta Connection flight received sink rate alert before Toronto Pearson crash

Aerotime

While the report draws no conclusions as to the cause of the crash, investigators set out a detailed timeline which focuses heavily on the Mitsubishi CRJ900s descent. TSB At a height of 50 feet the rate of descent had increased to 1114 feet per minute (fpm) from 672 fpm around 14 seconds before. to the right, the TSB said.

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Delta CRJ-900 Accident In Toronto: Preliminary Report Published

One Mile at a Time

degrees Less than one second before touchdown, the plane had an indicated airspeed of 134 knots, a ground speed of 111 knots, a bank angle of 7.1 degrees to the right, and a rate of descent of 1,110 feet per minute The plane touched down at a bank angle of 7.5 These details should be revealed in subsequent reports.

Descent 89
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Airspeed and Altitude Control Simplified: Tips for Stable Flying

Pilot Institute

If you’re aiming to get comfortable with managing both airspeed and altitude in flight, you’ll need to understand the difference between indicated airspeed (IAS) and true airspeed (TAS). Key Takeaways Airspeed and altitude are directly linked to each other throughout different phases of your flight. Why is that?

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Split-S Decision

Plane and Pilot

Alongside a nearby highway, some recognizable bits of airplane, the vertical stabilizer and rudder, a horizontal stabilizer and elevator, fell separately to Earth. Airspeed reached 248 kias, well over the never exceed VNE of 200 kias. The vertical descent rate reached the data-recording limit of 9,999 feet per minute.

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Split-S Decision

Plane and Pilot

Alongside a nearby highway, some recognizable bits of airplane, the vertical stabilizer and rudder, a horizontal stabilizer and elevator, fell separately to Earth. Airspeed reached 248 kias, well over the never exceed VNE of 200 kias. The vertical descent rate reached the data-recording limit of 9,999 feet per minute.

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Unbolted in Fairfield (Update on the 2022 Bell 407 GXP Crash)

Fear of Landing

As the helicopter continued towards the airport, the airspeed began to decrease. The indicated airspeed had fallen below 65 knots and was still decreasing. As the airspeed decayed, the right yaw increased. The helicopter was at treetop height with an indicated airspeed of zero knots when the right yaw ceased.

Torque 94
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Danger lurks in circling approaches

Air Facts

Perhaps just prior to the start of descent could be the optimum time–certainly completed no later than commencement of approach. Recall that we must remain at or above MDA until we are in a normal position to perform a normal rate of descent to landing. Will the vertical speed necessary comply with required descent criteria?