Will the Bad Conditions Still be There

[pelmet]

Probably. Why scare the pax a second time......

C-GGMN, a Jazz Aviation LP De Havilland DHC-8-402 was operating as flight JZA8274 from Vancouver Int'l (CYVR), BC to Kelowna (CYLW), BC with 4 crew members and 78 passengers on board. While on approach, descending from approximately 6500 to 5500 feet above sea level, the aircraft encountered severe turbulence and wind shear of +/- 35 knots. The flight crew had difficulties controlling the aircraft and conducted a missed approach. After a hold, the crew attempted a second approach into CYLW and encountered similar conditions. They again
conducted a missed approach and diverted back to CYVR. There were no injuries.

Maintenance conducted a severe turbulence inspection and found no faults. The aircraft was
returned to service.

[Hangry]

So the flight crew did the right thing twice?

Go outside and get some fresh air pelmet.

[HO Driver]

So the flight crew did the right thing twice?

Go outside and get some fresh air pelmet.

I agree!
Slow news day pelmet?

[pelmet]

So the flight crew did the right thing twice?

Go outside and get some fresh air pelmet.

I agree!
Slow news day pelmet?

No, I just don’t like the idea of going back into a place where I had control difficulties and severe turbulence. But, based on the replies, I guess a different line of thinking is more widespread than I thought.

I think the ones wanting fresh air were the pax.

[rookiepilot]

There’s always tomorrow for a new pile of CADORS.

[pelmet]

There’s always tomorrow for a new pile of CADORS.

I tend to stick with the TSB reports. But I will publish a few more now.

[pdw]

Probably. Why scare the pax a second time......

Does it rough up the same way up where the pilots are strapped-in as in a back row near the tail ? I’d never realized the extent to which one can swing back and forth with the rudder deflections in a back row til one day on Jet Blue going to FL we got assigned the lowest alt over/near some tornado action over TN.

[pelmet]

Probably. Why scare the pax a second time......

Does it rough up the same way up where the pilots are strapped-in as in a back row near the tail ? I’d never realized the extent to which one can swing back and forth with the rudder deflections in a back row til one day on Jet Blue going to FL we got assigned the lowest alt over/near some tornado action over TN.

I sat in the very last row of a 777 once for takeoff. It was loud and a lot of side to side motion. The cabin area can have a different experience than the flight deck, including the firmness of the touchdown.

[pdw]

Longitudinally I can see the front and back might be more equal as far as roughness in flight. There a Horizontal Stabilizer downforce is helping by smoothing things out as the wing rides through turbulence. The lateral in that sense is quite different.

The vertical stabilizer on a larger twin turbofan A/C doesn’t build lift to one side much more than the other; the side to side is counter-controlled by rudder a bit more more loosely as the airframe gets sheared around in rough skies. The side to side motion somehow doesn’t pivot exactly the same around a vertical axis at the wing as the longitudinal one does around a lateral axis in pitchchanges. So perhaps the pilots won’t feel the worst lateral sway as much at the front?

[digits_]

Longitudinally I can see the front and back might be more equal as far as roughness in flight. There a Horizontal Stabilizer downforce is helping by smoothing things out as the wing rides through turbulence. The lateral in that sense is quite different.

The vertical stabilizer on a larger twin turbofan A/C doesn’t build lift to one side much more than the other; the side to side is counter-controlled by rudder a bit more more loosely as the airframe gets sheared around in rough skies. The side to side motion somehow doesn’t pivot exactly the same around a vertical axis at the wing as the longitudinal one does around a lateral axis in pitchchanges. So perhaps the pilots won’t feel the worst lateral sway as much at the front?

Another thing to consider is that the aircraft flexes quite a bit. So the up and down movements close to the elevator will likely be greater than up front, even when equidistant from the point of rotation.

[pilotidentity]

My guess is the FO was the one flying and a highly experienced training Captain was the PM on the first attempt. The Captain took over for the next attempt... .

[DHC-1 Jockey]

I always found it most stable near where the wings attach to the fuselage. Think of it like a teeter-totter. The whole contraption is one gigantic piece, but it's the very ends of the teeter-totter that get the most relative change in motion. The middle of the teeter-totter (fulcrum) hardly has any relative motion at all. The same principle works side to side (rudder) as up and down (elevator).