From what I’ve seen, the PF was had been with the airline for over a year. The PM was the airline’s check pilot.
No idea on hours.
Why is the name of the pilot important to those who have no need to know? Conspiracy? Or…could it be a female name??? Why do we care about a Navy pilots I.D.??? I just don’t get it.
Could someone with actual experience chime in with the amount of time it takes from when full throttle is applied in the Challenger (this jet is a derivative) to when that power is actually achieved? I think some here are not aware that it takes longer than you might think.
As usual, conflicting claims of what was seen - no flare versus lowered nose versus …
Does take some time, several seconds on JT8D series but much less on engines with digital control (‘FADEC’).
The GE engines go into approach bit when in the approach phase. It gives a slight boost in idle rpm. They actually spool up rather quickly.
When it’s only important to not release information, people become rightly curious.
AJF:
Reread and edit - not making sense.
Thankyou for information.
Looks like the beginning of a flare is visible, but the plane just kept descending at high FPM and ploughed into the runway.
The information from cockpit recorders and captured automated WX data will help us understand what was going on here.
. . . the 2023 Navy P8A hard landing
The landing was soft enough, it just wasn’t on the runway.
[It overshot into the Kaneohe Bay. No casualties.]
A great landing lets you use the airplane again.
I’m grateful no one died.
Once again, I am asking if anyone can explain the 2 sets of grey/black puffs that follow the descent path of the CRJ at about 60 feet vertical just before the pancake landing. If you view the Youtube footage or from Avherald (Ground observer video) at precisely 14 seconds you can see the first set of 5 smudges behind the horizontal stab. Anyone?
Whoaa.
What is the expected pitch attitude at touchdown of that airplane?
How much flare is needed?
The original B737 with flaps 40 at VREF was level, very little flare needed - just to check descent then push nose down very close to the ground was the optimum technique Pacific Western Airliners demonstrated. I was involved in the testing.
In this case crew might add some speed to account for gusts if they were reported/forecast, there used to be a maxim of adding half of wind and all of gust (or the other way around, I forget).
Going out on a limb, it is conceivable one MLG broke when it hit first due to some roll. IOW pre-existing crack.
The main landing gear is mounted on the wing. It retracts partially into the wing and partially into the fuselage.
The CRJ hit so hard that the force on the right main caused the wing to fail.
I can think of at least three examples of jet airliners running out of fuel and landing with no power. One was a Boeing 737 near New Orleans that landed on a levee. No significant damage and the airplane was flown out. Air Canada 767 landed on an airport that was being used for a car race. Nos gear was not extended which helped stop the airplane. Another Canadian airplane, I think an Airbus, landed out of fuel in the Canary Islands. No damage.
Though unintentional, the pilot can answer how no one was fatally injured by using the phrase “because I was inverted”.
The final report on the accident is available. Investigation was completed by Sen Schumer who also wrote the report. Caused by Trumps firing of 1/2 of 1% of the 50k employees at FAA.
message to Sen Schumer: It is better to remain silent and be thought an idiot than to open your mouth and confirm it.