Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Situational Awareness
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
General None Reported / Taken
Environment - Non Weather Related; Human Factors; Weather
Flight was without incident up until the approach phase turning base to final for a visual to Runway 21L. We were vectored behind another heavier aircraft that was high on the localizer inbound and within 5 miles of said aircraft experienced wake turbulence while on the localizer. I was the pilot flying and immediately disengaged the autopilot; maintained a speed that was above the bucket/speed bug and informed my First Officer that we would remain a half dot high for the rest of the approach. Our speed clearance was to maintain 170 KIAS to 5 miles. Everything was standard up to the final approach fix where the aircraft was fully configured and I hand flew the aircraft a half dot high to avoid any subsequent wake. We adjusted our Vref speed for 5 knots more than necessary on the speed chart to account for the gust conditions at the airport (gusting up to 25 KIAS). I remained inside the bucket or about 5 KIAS faster than the Vref speed and the First Officer never saw any speed deviations. At approximately 800 feet AGL we experienced a stall shaker (about 3 seconds) with no continuous ignition indication. I pitched the aircraft down to get above the Vref speed and the shaker stopped. With the aircraft full configured and that close to the ground in gusty conditions I elected to continue the approach and we landed on speed normally with a right crosswind within the first 1000 feet of runway. Gusty wind conditions at the arrival airport and possible wake turbulence. This sort of event can't usually be avoided inside the marker on visual approached into airports with gusty conditions. Mitigating the threat by flying a slightly faster Vref speed and flying slightly above the glide slope to avoid wake helps. Possible simulator scenarios with super gusty conditions and turbulence at ground level where speed fluctuates and momentary shaker occurs would help to highlight aircraft control and escape in the event of these scenarios.
While on the visual for 21R into DTW; our aircraft was vectored behind another aircraft. The other aircraft was higher and within 5 miles of our own. After experiencing some wake turbulence; the Captain (who was pilot flying) disengaged the autopilot and flew half a dot above the localizer and at the top of the speed bug. While inside the final approach fix; at around 800 FT AGL the aircraft was on speed when a brief stick shaker was experienced; with no continuous ignition activated. The Captain pitched down to speed up above Vref and the stick shaker stopped. With the aircraft close to the ground; in gusty conditions; the Captain continued the approach to land. Landed on speed with a right crosswind.
CRJ-200 flight crew reported experiencing a brief stick shaker in gusty wind conditions and following a possible wake turbulence encounter on short final in DTW.