Update on the Toronto crash

Dangerousdave26

Dangerousdave26

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As many of you know the Canadian TSB released their preliminary findings for the crash in February.

www.tsb.gc.ca

I have watched 2 videos on the subject both were very good. It boils down to the crash happened with mistakes made in the last 14 seconds.

Not big ones mind you just enough to be too much.


 
So a combination of gusty winds and the decision of the FO to pull the power back too soon resulted in the aircraft touching down far too hard, collapsing the landing gear. Sounds like neither the PIC nor the FO had enough real-world experience for the conditions in which they were operating.
 
Playing Devil's Advocate on behalf of the FO for a second, the gust of wind gave a false reading of a higher speed on the ASI so the natural, trained, reaction would be to pull back on the power but when the gust died she was left with a low airspeed and reduced lift resulting in an increased descent profile with no time or vertical distance to correct it. With 20/20 hindsight maybe it would have been better to leave the throttles alone and 'float' the aircraft to an extended landing point. They were barely over the threshold and YYZ has long runways so she could have easily touched down further down the runway and still stopped easily.

At this point it's all 'what ifs' but the bottom line is nobody died and maybe lessons were learned.
 
Tako_Kichi said:
Playing Devil's Advocate on behalf of the FO for a second, the gust of wind gave a false reading of a higher speed on the ASI so the natural, trained, reaction would be to pull back on the power but when the gust died she was left with a low airspeed and reduced lift resulting in an increased descent profile with no time or vertical distance to correct it. With 20/20 hindsight maybe it would have been better to leave the throttles alone and 'float' the aircraft to an extended landing point. They were barely over the threshold and YYZ has long runways so she could have easily touched down further down the runway and still stopped easily.

At this point it's all 'what ifs' but the bottom line is nobody died and maybe lessons were learned.
Click to expand...
= a plain old wind sheer: ruining landings since 1903
Btw: There's a nice write up on 7700 from somebody who lived to tell about it contradicting those 'I know it all' desktop flyers (not pilots) from many moons ago were steam gauges were state of the art.
Let me add to the bottom line: We're spending hours on discussing something the PF had to react on within a fraction of a second

PF: Pilot Flying
 
Not exactly what I was looking for but still....:

Windshear

Code 7700, a professional pilot's 'go to' for all things aviation
www.code7700.com www.code7700.com

Found it under 'Decision Making'. Gotta scroll down to the pic of the KC135 at Tinker Depot Maintenance:

Decision Making

Code 7700, a professional pilot's 'go to' for all things aviation
www.code7700.com www.code7700.com
 
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Probably the very last mistake made that might have prevented the failure of the right gear was not having the wings level and landing on both gear at the same time. That would have halved the impact force on the right gear.

Of course any of us that have flown our simulators in stiff cross winds know keeping the wings level is harder that it sounds.
 
I had a 69 Malibu where one wiper wouldn't work while the other did. I found out that there are two little gripper pieces in the works under the arms of the wipers that secure around a pivot ball and those two little plates wore out. Do you know how hard it is to find replacements? Hahaha! They don't stock those. I had to go to a bone yard and find a similar vehicle and tear it apart to get those little plates for mine.
 
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