lmao so you can't do basic math or geometry. Aircraft touched down at or before the 500 foot point on the runway at over 600fpm. Guaranteed. Do you think a lens distortion can cause a lunar eclipse?

 

I'm not so stupid that I think I can provide a definitive analysis of a crash from a cell phone video. I don't know what you think a lunar eclipse has to do with a daylight plane crash, or a camera lens, but whatever floats your boat.

 

Not quite sure I agree with this. Any PM worth their salt, in either seat, should be able to intervene and save an aircraft down to about...maybe 20' AGL in a CRJ. (I have 4K hours in the mighty Canadian Reset Jet, have sat on both sides of the trash bag, and flew with a lot of people brand-new to the airplane.)

In a -900 you'd usually start the flare just after the 30' radalt callout, start bringing the power back at 20-25' and then make darn sure you were at ldle by 10' or 5' at the latest. (It's actually pretty much the exact same technique as landing the Guppy, now that i think of it.) Flying with a new FO, especially on the first few legs they were doing as PF, you'd be absolutely very much awake as you passed the 50' call, just in case. I never had to take the controls from anyone.

Thing is, though, with most accidents there are usually multiple causes. It's entirely possible that, in addition to the apparent non-flare in the video, compounded by the last-second roll resulting in all the force being absorbed by the right main, there could have been a windshear that happened at 10-30', and there could have been a fatigue crack or some other mechanical issue with the right MLG. Without seeing the report and the FDR data, there's no way to know.

 

When objects line up, they line up. Like a lunar eclipse. Doesn't matter the quality of the video or shape of the lense. You can estimate the location of the camera and the location of impact from the alignment of the runway signs.

And you can cross-check with timing. Cheap cell phone cameras don't distort time. The taxiway centerline is 164' prior to the threshold and it is crossed 3.05 seconds before impact. In order to touch down more than 500 feet down the runway, ground speed would have to exceed 128.8 knots. Last ADS-B data point is 116 knots.

 

I’m assuming you meant roundout at 30ft RA. A “flare” at 30 RA in a RJ900 will lead to a tail strike. We just disagree with the PM intervention. You admitted you’ve never had to intervene and take controls at such a low RA. The PM may have called for the go around in Toronto. There may have been a last second attempt by the PF. Unfortunately the A/C never bounced— it appears the MLG was side loaded enough to collapse. Game over.

 

The common trend for flows for a while (maybe still is) was that they got a seniority number 3 months before they got on property. So it’s possible the CA decided to flow, got on the list, and then decided not to flow before it happened. At least in theory.

 

Are you saying that it's almost like we don't have the answers and should probably wait until the preliminary report is released before we start throwing stones?

 

THAT'S A BINGO...!

 

No, that is NOT disputed. Knock it off.

 

That is exactly what Delta and ALPA denied yesterday.