Cases › DCA23LA005 › The analyst
BOMBARDIER INC CL-600-2B19AIR WISCONSIN AIRLINES LLC
What the docket says, assembled. No language model is involved, so nothing on this page can be invented — every line traces to a recorder, a report page or the Board's own record.
24
timed facts
8
precedents
35
passages to ask
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passages, not paraphrasesTry
Every answer is a passage of the docket with the page it came from, or the words “not in the docket”. Nothing is summarised or reasoned for you — read the source.
One timeline
24 timed factsthe recorder events from the FDR report, with the transcript's warnings, callouts, the words nearest each event and the final seconds — on one clock, as printed in each report- 18:55:33 EDTFDRapproachp.6Radio altitude left was 2,460 ft, computed airspeed left was 196 kts, magnetic heading left was 238 deg. Flap surface position was 8 deg. Lateral and vertical deviations were 0.00 dots and -1.34 dots, respectively.see the traces at this moment ↗
- 18:55:45 EDTFDRapproachp.6Radio altitude left was 2,381 ft, computed airspeed left was 190 kts, and flap surface position was 20 deg. Lateral and vertical deviations were 0.02 dots and -1.02 dots, respectively.see the traces at this moment ↗
- 18:56:18 EDTFDRapproachp.6Radio altitude right was 2,252 ft, computed airspeed left was 172 kts, magnetic heading left was 238 deg. Landing gear down parameter was Not Down and Locked, landing gear up parameter was Not Up and Locked, consistent with gear in transition. Lateral and vertical deviations were -0.04 dots and -0.05 dots, respectively.see the traces at this moment ↗
- 18:56:24 EDTFDRapproachp.6Radio altitude right was 2,233 ft, computed airspeed right was 170 kts, magnetic heading left was 238 deg. Lateral and vertical deviations were -0.04 dots and 0.09 dots, respectively.see the traces at this moment ↗
- 18:56:30 EDTFDRapproachp.6The nose and main landing gear down parameters were Down and Locked.see the traces at this moment ↗
- 18:56:57 EDTFDRapproachp.6Radio altitude left was 1,571 ft, computed airspeed left was 157 kts, magnetic heading left was 239 deg. Flap surface position was 44 deg. Lateral and vertical deviations were 0.08 dots and 0.04 dots, respectively.see the traces at this moment ↗
- 18:57:39 EDTFDRapproachp.6The aircraft autopilot status (left and right) transitioned from engaged to not engaged. Radio altitude left was 1,127 ft, computed airspeed left was 145 kts, magnetic heading left was 239 deg. Lateral and vertical deviations were 0.10 dots and 0.02 dots, respectively.see the traces at this moment ↗
- 18:58:54 EDTFDRlandingp.6The left and right main landing gear weight on wheel (WOW) sensors changed from air to ground. The ground spoilers were deployed and remained deployed.see the traces at this moment ↗
- 18:58:55 EDTFDRlandingp.6Ground speed was 127 kts and magnetic heading left was 240 deg.see the traces at this moment ↗
- 18:58:56 EDTFDRlandingp.7The nose gear status was ground. Computed airspeed right was 121 kts and magnetic heading right was 240 deg.see the traces at this moment ↗
- 18:58:57 EDTFDRlandingp.7The engine thrust reversers were unlocked. Ground speed was 123 kts and magnetic heading left was 239 deg.see the traces at this moment ↗
- 18:58:58 EDTFDRlandingp.7Computed airspeed right was 116 kts and magnetic heading right was 239 deg.see the traces at this moment ↗
- 18:58:59 EDTFDRlandingp.7The engine thrust reversers were deployed. Ground speed was 118 kts and magnetic heading left was 239 deg.see the traces at this moment ↗
- 18:59:00 EDTFDRlanding rolloutp.7Computed airspeed right was 110 kts and magnetic heading right was 240 deg. The captain applied right brake pedal.see the traces at this moment ↗
- 18:59:01 EDTFDRlanding rolloutp.7Ground speed was 108 kts and magnetic heading left was 239 deg. The captain applied left brake pedal.see the traces at this moment ↗
- 18:59:02 EDTFDRlanding rolloutp.7Computed airspeed right was 101 kts and magnetic heading right was 240 deg. The captain right brake pedal was not applied.see the traces at this moment ↗
- 18:59:03 EDTFDRlanding rolloutp.7Engine 2 thrust reverser transitioned to not deployed. Ground speed was 97 kts and magnetic heading left was 240 deg. The captain reapplied right brake pedal.see the traces at this moment ↗
- 18:59:04 EDTFDRlanding rolloutp.7Computed airspeed right was 87 kts and magnetic heading right was 244 deg.see the traces at this moment ↗
- 18:59:05 EDTFDRlanding rolloutp.7Engine 1 thrust reverser transitioned to not deployed. Ground speed was 82 kts and the magnetic heading left was 248 deg.see the traces at this moment ↗
- 18:59:06 EDTFDRlanding rolloutp.7Computed airspeed right was 73 kts and magnetic heading right was 252 deg. The first officer applied left brake pedal.see the traces at this moment ↗
- 18:59:07 EDTFDRlanding rolloutp.7Ground speed was 66 kts and magnetic heading left was 254 deg. The first officer applied right brake pedal.see the traces at this moment ↗
- 18:59:08 EDTFDRlanding rolloutp.7Computed airspeed right was 57 kts and magnetic heading right was 260 deg.see the traces at this moment ↗
- 18:59:21 EDTFDRlanding rolloutp.7The ground speed was 0 kts and magnetic heading left was 336 deg.see the traces at this moment ↗
- 20:10:11 EDTFDRpost-landingp.7The last recorded time sample.
FLIGHT DATA RECORDER - SPECIALIST'S FACTUAL REPORT · 24 events extracted by claude-sonnet-5
How the Board coded the sequence
- Landing-landing roll: Runway excursion
Precedents
8 closest casesranked by what happened, in the Board's words, and by the findings and occurrences it coded- MITSUBISHI CL-600-2B19 · SKYWEST AIRLINES INCHouston, TX
- ●Aircraft › Aircraft oper/perf/capability › (general)
Runway excursion - DOUGLAS C 118A · Tatonduk Outfitters LimitedBuckland, AK
- ●Personnel issues › Task performance › Use of equip/info
Runway excursion - DEHAVILLAND BEAVER DHC-2 MK.1 · Pacific Wings LLCPetersburg, AK
- ●Personnel issues › Task performance › Use of equip/info
- AERO COMMANDER 500 B · Central Air Southwest Inc.Chicago, IL
- ●Personnel issues › Task performance › Use of equip/info
- PIPER PA23 · AIR AMERICA INCSan Juan, PR
- ●Personnel issues › Task performance › Use of equip/info
- Embraer EMB145 · Envoy Air Inc.Chicago, ILRunway excursion
- BELL 206B · DUDLEY PAUL PNew York, NY
- ●Personnel issues › Task performance › Use of equip/info
- BOEING 737-7H4 · SOUTHWEST AIRLINES COSanta Clarita, CA
- ●Personnel issues › Task performance › Use of equip/info
What the record says
a pattern, not a findingacross the 8 closest cases · 8 carry coded findings · 8 have a probable causeFindings the Board cited in those cases
- 6 of 8Aircraft › Aircraft oper/perf/capability › Performance/control parameters
- 6 of 8Personnel issues › Task performance › Use of equip/infocited here too
Occurrences it coded
- 4 of 8Collision with terr/obj (non-CFIT)
- 3 of 8Runway excursion
- 3 of 8Loss of control in flight
- 2 of 8Abrupt maneuver
Set against the Board’s own findings for this case
Cited here, and common in the precedents
- Task performance › Use of equip/info
Cited here, not seen in the precedents
- —
Common in the precedents, not cited here
- Aircraft oper/perf/capability › Performance/control parameters
A teaching device, not a verdict: what the record would have looked at, next to what the Board found.
In the Board’s words — the closest cases
- DCA22LA1822022-05-11 · MITSUBISHI CL-600-2B19 · SKYWEST AIRLINES INC
A lateral runway excursion during landing for reasons that could not be determined based on the available evidence.
- ANC19LA0452019-08-01 · DOUGLAS C 118A · Tatonduk Outfitters Limited
The pilot's failure to maintain an adequate glidepath during the approach, which resulted in the airplane impacting rocks and dirt at the runway threshold, a separation of the right main landing gear, and a loss of directional control.
- ANC13FA0542013-06-04 · DEHAVILLAND BEAVER DHC-2 MK.1 · Pacific Wings LLC
The pilot’s failure to maintain adequate altitude above the trees, and his subsequent failure to maintain adequate airspeed while maneuvering to avoid the trees, which resulted in an inadvertent aerodynamic stall/spin and an uncontrolled descent.
- CEN15FA0482014-11-18 · AERO COMMANDER 500 B · Central Air Southwest Inc.
The pilot's failure to maintain airspeed while attempting to return to the airport after a reported engine problem, which resulted in an aerodynamic stall/spin.
- ERA17FA1952017-06-03 · PIPER PA23 · AIR AMERICA INC
The pilot's failure to maintain adequate airspeed, properly correct for left yaw, and his exceedance of the airplane's critical angle of attack during initial climb, which resulted in an aerodynamic stall and subsequent uncontrolled descent into water.
This is the pattern in the NTSB’s own record across similar accidents — which findings it cited, what it coded, what it recommended. It is drawn from the record, not written about this case, and it never assigns blame: investigations exist to prevent the next accident (ICAO Annex 13).