We also know that since AWAC requires 500 ttl and 125-me, it wasn't a "low timer" pilot either......NTSB will release all the facts soon.....

 

Here's the NTSB Preliminary report!!!

On December 16, 2007, at 1648 eastern standard time, a Bombardier CRJ-200 (CL600-2B19), registration N470ZW, operated by Air Wisconsin as flight 758A, departed the runway after a hard landing at the Theodore Francis Greene State Airport, Providence, RI. The flight was a regularly scheduled passenger flight which departed Philadelphia at 1600 EST. The 3 crew members and 31 passengers were not injured, and exited the airplane via the normal airstair door. Initial information indicates that the airplane touched down hard at approximately 1000-1200 feet from the threshold of runway 5. The airplane porpoised after touchdown and exited the left side of the runway. Fiberglass parts consistent with the main gear door were found nearby broken runway edge lights about 2500 feet from the threshold. At approximately 3000 feet from the threshold the left main gear entered the snow and grass area, and by 3200 feet, both main gear had exited the runway. The airplane came to a stop on a magnetic heading of approximately 320 degrees at about 3700 feet from the threshold. Runway 5 is 7,166 feet long by 150 feet wide, and is a CAT II instrument runway.

The left main gear collapsed, the drag brace or trunnion was seen fractured, and the wheel punctured the flap and left upper wing skin. Wing tip damage was also observed. There was no fuel spill.

Weather conditions were reported as wind 050 at 3 knots, overcast 300 feet, visibility 1 ½ miles in light rain and mist, temperature 3, dewpoint 2, barometric pressure 29.87 and pressure falling rapidly. Approximately 4 minutes prior to the accident, an arriving B737 reported braking action good. The runway condition was reported as wet at the time of the event.

http://www.ntsb.gov/ntsb/brief.asp?e...17X01939&key=1

 

I was on an Air Wisky flight 2 months ago. The Copilot was flying and during landing reduced power to idle over the approach lights. I have 2000 hours of CRJ time and relise early power reduction is needed. This was just to early. The landing that followed was incredably scary. On impact the window shades closed and a medal bracket dislodged from the foward overhead bin.
The next leg was another AW flight, same Copilot, and the landing had nearly the same outcome. The power was reduced early the sink rate increased dramatically, the only thing that saved us was an abrupt pull up resulting in balloning and porposing (think 15 hour pilot doing short field landings).

Should I have spoke up? Maybe made a report to the FAA?

I understand no one has great landings everytime. I would think that if you pull the power early and you almost wreck the airplane, maybe just maybe next time you would think twice.

 

You're joking right?

 

Dude (yeah I just said dude) anyhow next time you go to the sim for a PC/PT ask the instructor/ck airman to give you a 5kt xwind with braking as NIL and a snowy runway. Then when you land spool those bad boy t-reversers all the way up (both of e'm) and see what happens. Then you will understand what SLICE (and your ops manual) is getting at. On the other hand I have said nothing about differential t-reversing.

 

I wasn't speaking of the conditions specific to this case. Technique only but I'll go with what's worked for me in the past.

 

I wish I were, but under "today's standards", AWAC flight times are not considered "low timers"..........I just posted where ASA has "no mins" (as their website indicates), if you passed a CRJ Course......and let's don't forget the other regionals that will hire at or around 250-ttl time.....

So saying that a new hire at AWAC has "double" the total time (and probably 4-times as much multi-engine time), as most new hires at other carriers, again in "today's hirining standards" makes him/her an experienced airline pilot......like it or not, but it's the truth!

 

Yep they put 'er down exactly where they should have...not an inch less! Great job in that respect...

 

Since when do hiring standards make someone an experienced pilot?

 

You can try and polish a turd, but it'll always be a turd regardless of the hiring era...I don't care what they're hiring with these days with regard to the definition of low time. If you are at or around that experience level, you're still a low time pilot and even more dangerous if you don't believe so.