Encore DHC-8-400 tail strike report

[JL]

https://www.tsb.gc.ca/eng/rapports-repo ... w0038.html

[pelmet]

https://www.tsb.gc.ca/eng/rapports-repo ... w0038.html

Never flown the Dash 8-400 but is seems to be more like a jet than a prop in some ways. One should be ready to catch sink with power, not pitch. Plenty of runway in this case, they could have come in with extra speed.

I think if I were captain on one, I might consider making all the F/O's do a flaps 35 landing(unless I was very familiar with them) as you just can't catch a quick, bad input in time.

[airway]

The autopilot was turned off at 500 feet above ground level (AGL) and the remainder of the approach was hand flown by the FO. From 500 feet AGL to touchdown, the power levers were adjusted up and down 12 times between 22% torque and 4% torque (Appendix A). Once below 350 feet AGL on approach, the aircraft’s descent path varied above and below the 3° approach descent path. During this time, the captain made 3 calls to the FO to increase power. The FO responded by increasing power each time; however, the last increase in power was quickly followed by a reduction in power to 4% torque.

The aircraft crossed the Runway 35R threshold at 65 feet AGL. Over the next 6 seconds, the aircraft experienced a performance-degrading wind gust with an approximate speed of 8 knots. The FO began to increase the nose-up attitude to start the flare, slowing the aircraft to 120 knots calibrated airspeed. Two seconds before touchdown, the pitch attitude increased from 5° to 8.3° and the power levers were advanced. At touchdown, the power increased to 8% torque, and then up to 18% torque after touchdown.

At 1452:26, the aft fuselage of the aircraft contacted the runway approximately 1070 feet beyond the threshold, illuminating the ”TOUCHED RUNWAY”4 warning light in the caution and warning light panel. The captain taxied to the gate. While the passengers deplaned normally, the flight crew discussed the landing and called company maintenance. There were no injuries. The emergency locator transmitter did not activate.

Safety action taken
Following the occurrence, the captain and FO completed additional simulator training reinforcing pitch awareness, among other elements, before they were assigned any further flying duties. WestJet Encore Ltd. also:

communicated awareness of pitch attitudes, tail strikes, and hard landings to its flight crews in a number of its internal communication products.
amended its pilot training curriculum and guidance material to include more emphasis on pitch awareness, landing technique, pilot monitoring call outs, and power management in the flare.
increased the use of flap 35 landing configuration during initial line indoctrination training, and initial and recurrent simulator training.


Sounds like this was a situation where the captain needed to call a go around or take control. It also sounds like Encore prefers flap 35 landings. At my company, Flap 15 landings are recommended for high density airports to fit in with faster traffic, and Flap 35 landings at smaller airports. Also, for a Flap 15 landing, we have the option of adding 10 knots to Vref (which is calculated into the landing distance) regardless if there are gusts or not. This makes it easier to control the flare with smaller pitch changes and a flatter attitude. Most pilots will almost always add the 10 knots if able for a normal flap 15 landing. Props 1020 RPM also helps to control the flare, but usually we use 850 RPM for landing, unless there are gusts or crosswinds.

Personally, I prefer the Flap 15 landing with the added 10 knots, especially with gusts or crosswinds, as the airplane does not seem to be affected as much by gusts and crosswinds with Flap 15 compared to Flap 35. Also, the max additive for gusts is 10 knots, so you are already at the max and don't have to do any math .










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[pelmet]

Personally, I prefer the Flap 15 landing with the added 10 knots, especially with gusts or crosswinds, as the airplane does not seem to be affected as much by gusts and crosswinds with Flap 15 compared to Flap 35. Also, the max additive for gusts is 10 knots, so you are already at the max and don't have to do any math.

Thanks,

I wouldn't think that flaps 35 with strong, gusty crosswinds would be an issue as Porter lands at YTZ on a regular basis on a short runway with strong northwest winds. There must be loads of turbulence from the downtown buildings.

[Big Pistons Forever]

A Captain with what used to be new hire FO hours and an FO brand new to big airplanes and with sub ATPL minimums. What could possibly go wrong…..

[Eric Janson]

A Captain with what used to be new hire FO hours and an FO brand new to big airplanes and with sub ATPL minimums. What could possibly go wrong…..

This happens at Airlines all over the World on a daily basis - on much larger aircraft.

To me this looks like an issue that wasn't covered sufficiently during Sim training. The report mentions that the training curriculum was amended as a result.

The First Officer appeared to be chasing airspeed with all the rapid thrust changes - incorrect technique that should have been covered in the Sim or during Line Training.

[goingnowherefast]

A Captain with what used to be new hire FO hours and an FO brand new to big airplanes and with sub ATPL minimums. What could possibly go wrong…..

We still need our 1500hr rule north of the border.

[pelmet]

From Tsb......

C-GWJK, a De Havilland Aircraft of Canada Ltd. DHC-8-402 was being operated by WestJet
Encore as flight WEN3371 from Saskatoon / John G. Diefenbaker International Airport (CYXE),
SK, to the Calgary International Airport (CYYC), AB. WEN3371 was cleared for the RNAV Y
RWY35L approach. Weather was clear, the winds were light out of the northeast and the approach
was uneventful. The initial touchdown occurred during the hours of darkness at 2130 Mountain
Daylight Time. During the initial touchdown the pitch attitude of the aircraft achieved 7° nose up
and the aircraft became airborne. The attitude was lowered and a subsequent touchdown occurred
6 seconds later. A pitch attitude of 7° was attained by the time the main landing gear contacted the
runway a second time. The flight data recorder recorded a 2.17g vertical acceleration force on the
second touchdown. The flight crew observed a TOUCHED RUNWAY advisory light. The aircraft
was taxied to the gate where the quick reference handbook was actioned and ATS was advised of
the runway contact. There were no injuries to the crew or the passengers. The aircraft sustained
substantial damage to the lower side of the empennage.
See TSB class 4 air safety investigation report A24W0038 for a similar occurrence.

This one happened in October. Looks like the investigators are simply telling us to look at the report that this thread is based on for information as it is basically the same reason. That being said, there was a bounce. No mention of a bit of power being added which might help and is easy to do. It is a long runway, if one is going to continue the landing, then how about adding some power and perhaps even lowering the nose a bit as it is well known how vulnerable this type is to tailstrikes. Maybe best to review whatever recovery technique is planned ahead of time whenever one is using flaps 15 as it seems to be high risk and things happen quickly.