Regional Jet 200 ER/LR (CRJ200)
Flight Crew Commercial
Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness
Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged
Weather; Human Factors
ATIS advised the winds were 310/11; visibility was 10 miles and no ILS approaches were allowed coupled below 1;000 AGL. We were cleared from 11;000 down to 5;000 and at 5;000 we had the airport in sight were cleared to land with a left downwind. The ride was bumpy descending from 5;000 down to 2;500 FT. On down wind I called for flaps eight and then 20 and the Captain said he was going to call my base turn. when he did I turned base realizing I was inside the final approach fix so I disengaged the autopilot and started to hand fly the approach because I had briefed we were going to shoot a visual backed up by the ILS.We were fully configured on base. When I turned final the glide slope started to fluctuate. I was trying to stay as stable as possible but the glide slope kept moving up and down. The Captain then said I was high--which I corrected--but my speed kept increasing and then decreasing because of the wind which I was encountering on final and which I was correcting for. At about 200 FT the Captain said 'watch your speed' and at about 100 FT he said 'I have control'; but then; at about 50 FT; we encountered a strong gust causing the right wing tip to make contact with the ground on touchdown. No one was injured or hurt so we taxied off the runway as normal to our gate. After shutting down the aircraft the Captain inspected the aircraft and noticed there was damage to the right wing.
I let the First Officer continue to fly the downwind leg approximately 10-15 seconds longer than normal so that he would be comfortable and have plenty of time on base and final for any last minute configuration changes.In the initial turn to final; the First Officer called for the Landing Check to the line. I put the gear down and checked the speed; and when we were just under 185 KTS; I selected the flaps to 30 degrees. Simultaneously with selecting 30 degrees of flaps; we encountered a gust of wind and briefly received the flaps overspeed aural warning. The First Officer then shallowed out the approach which allowed the aircraft to get a little high. I made an appropriate call out to him about the altitude and he started to make a small correction for it.The next 500 FT of descent was again a little shallow on the descent rate. I mentioned altitude again and the First Officer started to correct and pitched the nose over. During the subsequent increased rate of descent; we received the SINK RATE aural warning which he corrected for. Below 500 FT on the radar altimeter; and just prior to touchdown; the aircraft was still slightly high and slow. I called out 'airspeed' and did not receive a recognizable response. I again stated airspeed with more force and there was still little response. Just prior to touchdown; I stated 'my controls'; added power and pitched the nose over to complete the landing. Seconds from landing and over the touchdown zone; I began to flare and briefly encountered the stick shaker. This was followed by the right wing dipping slightly. I countered the right wing dipping slightly by applying left aileron but there was no response. With that; the right main landing gear touched down and then the left main landing gear touched down on the runway. The landing felt a slight bit firmer than usual. We continued the roll out on the runway. The Tower asked if we were 'OK' and I said I thought we were. The Tower Controller then asked if we had encountered any windshear and then I said that we must have. Tower said he was going to send a truck over to just check to which I replied 'OK'.
The First Officer of a CRJ-200 experienced glide path and airspeed control issues on a visual approach during which the ILS glide slope; tuned for a back up; was providing erratic information. The Captain belatedly took control but the resulting touchdown ended with the right wing tip contacted the runway. No injuries resulted.