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After a tight turn with wind shear in the area; a crj-200 first officer reported that he experienced a stick shaker during approach.
| Attributes | |
| ACN | 1425717 |
| Time | |
| Date | 201702 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | Regional Jet 200 ER/LR (CRJ200) |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Flying First Officer |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy Inflight Event / Encounter Weather / Turbulence Inflight Event / Encounter Unstabilized Approach |
Narrative:
Joining approach was fast due to anti-ice equipment on during descent. Received approach clearance with tight turn in. Got behind airplane; failed to 'heading freq & navigation.' disconnected autopilot to avoid overshoot. Hand flew approach. Got fully configured by FAF. Concerned I would over speed flaps I fixated and got tunnel vision. Airspeed and altitude fluctuating; wind shear in the area. Stick shaker activated. Powered up and lowered nose from subconscious muscle memory. Did not immediately comprehend that we were too slow. Approach was re-stable at this point. Continued approach. Stabilized and cleared to land at 500 feet. Got below glide slope on short final setting off egpws 'glideslope.' touchdown within touch down zone smooth but long due to power up and level off in response to egpws. Got behind airplane. Having fully hand flown very few approaches in the jet led to poor performance. This approach was my first experience with wind shear and first approach into ZZZ. ATC mentioned wind shear for our runway then immediately stated no wind shear for our runway. When stick shaker activated immediately recovered but mentally froze up and memory lapsed on the need to go-around. Airport environment was in sight but fell victim to black hole effect and still thought we were high which lead to low glide slope warnings from egpws. Unfamiliar environment and low time in jets combined with weeks of breaks in between flights due to high numbers of reservists led to a lack of proficiency.I believe finding a way to fly reservist more so that large breaks in flying does not occur will lead to fewer errors due to lack of proficiency.
Original NASA ASRS Text
Title: After a tight turn with wind shear in the area; a CRJ-200 First Officer reported that he experienced a stick shaker during approach.
Narrative: Joining approach was fast due to anti-ice equipment on during descent. Received approach clearance with tight turn in. Got behind airplane; failed to 'HDG freq & NAV.' Disconnected autopilot to avoid overshoot. Hand flew approach. Got fully configured by FAF. Concerned I would over speed flaps I fixated and got tunnel vision. Airspeed and altitude fluctuating; wind shear in the area. Stick shaker activated. Powered up and lowered nose from subconscious muscle memory. Did not immediately comprehend that we were too slow. Approach was re-stable at this point. Continued approach. Stabilized and cleared to land at 500 feet. Got below glide slope on short final setting off EGPWS 'GLIDESLOPE.' Touchdown within Touch Down Zone smooth but long due to power up and level off in response to EGPWS. Got behind airplane. Having fully hand flown very few approaches in the jet led to poor performance. This approach was my first experience with wind shear and first approach into ZZZ. ATC mentioned wind shear for our runway then immediately stated no wind shear for our runway. When stick shaker activated immediately recovered but mentally froze up and memory lapsed on the need to go-around. Airport environment was in sight but fell victim to black hole effect and still thought we were high which lead to low glide slope warnings from EGPWS. Unfamiliar environment and low time in jets combined with weeks of breaks in between flights due to high numbers of reservists led to a lack of proficiency.I believe finding a way to fly reservist more so that large breaks in flying does not occur will lead to fewer errors due to lack of proficiency.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.