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TSB Approach sequence Due to reported wind gusts as the CRJ900 approached Toronto Pearson following a flight from MinneapolisSaint Paul International Airport (MSP) the aircraft was flown at 149 knots. seconds before touchdown the aircrafts indicated airspeed was 136 knots, and its ground speed was 111 knots.
What do we know about the final seconds of the flight? At the time of the accident, winds were at an angle of 270 degrees (the runway was at an angle of 230 degrees), at 28 knots, gusting to 35 knots. Obviously it was gusty, but if youre not able to stabilize an approach, thats when a go around would ordinarily be performed.
Yakobchuk Viachelev / Shutterstock One of the last activities you may notice before the doors close will be the flight dispatcher entering the flightdeck to hand over any last-minute paperwork, the final passenger and fuel figures, and a finalized load sheet to the flight crew.
Following further discussion and analysis of the flight’s route, Flight 232 was given instructions to divert to Sioux City Gateway Airport (SUX) in Iowa. It was at this point that Denny Fitch, the off-duty training captain seated in the first-class cabin, offered his assistance and entered the flightdeck of N1819U at 15:29.
At every cabin crew station, where crew members sit during take-off, landing, and during bouts of turbulence, interphones are available for cabin crew members to communicate with each other, as well as with the pilots on the flightdeck. Of course, they also double up to act as the PA system for announcements to the passengers.
Left downwind on a blustery day with live weather actually shows a virga burst over the field, with local winds gusting 36 knots, making for some extreme conditions in such a tight canyon. For the final approach, I calculated V REF of about 128 was fought with much shear, with airspeed variances of up to 20 to 30 knots, providing a wild ride.
The airlines use their high-fidelity flight simulators to great advantage, and when combined with stick shakers, multicrew flightdecks, and low-speed and stall-warning systems, the training is excellent. These were added to manage the low speed air flow over the wings, stabilizer and elevators.
Though it’s not as overtly revolutionary as the Cirrus Airframe Parachute System (CAPS) or Safe Return enabled by Garmin Autoland on Cirrus’ SF50 Vision Jet, the reimagined flightdeck in the new SR G7 and other improvements make a more immediate impact—because pilots benefit from them on every flight, from the moment you press the start button.
The previous CTs had a stabilator for pitch, where the new F2 uses a more conventional elevator and fixed horizontal stabilizer. With the F2, the rudder and vertical stabilizer are changed, with the rudder becoming a much smaller surface than before. Otherwise, the F2s flightdeck layout is generally straightforward.
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