[FSX P3D] Final Approach Simulations – Toronto – City Apt. CYTZ 2018 No Survey
The record of the crew at the time of the accident shows that they were complying with visual approach visual speeds for visibility and with the missed approach procedure. As they were continuing the final approach, it was assumed that the captain had manually or automatically set the landing gear and flaps to the positions indicated by the approach control. The records show that the default values were:
| Pitch | Flaps | Gear |
| Flat | Seventy degrees | Locked |
The captain stated that he did not see the crew transition to a valid missed approach, and that they did not report any problem until he asked them. This is not true. The recorded final report stated that the ATIS was advising that they could not provide traffic information at the request of Flight 358 due to heavy weather. On the approach to Runway 24L, Flight 358 was reported to be above the glidepath and descending at an angle of approximately 10 degrees from the glideslope. The crew of the Boeing 737 reported that visibility at the time was below their own height. While the crew should be prepared for any traffic and always have a backup, they were not advised that they were not expected to land this flight. There is an expectation that the crew will be alert and make preparations for missed approach, and ensure that they have a valid and approved missed approach procedure available when any weather condition is encountered.
The airplane came into a downdraft associated with the thunderstorm that was causing the delay. The crew attempted to reduce the airspeed and altitude to prevent overshooting the runway, but this reduced the groundspeed even further and the airplane entered a stall-like situation, at which point the crew reversed the thrust lever and the aircraft accelerated again. Simulations of the approach with the FMC data indicate that the crew was facing a force of 1.4 times normal crosswind strength and that the airspeed was about 70 ft/min below the stall speed. The simulated final approach descent has the airplane stall as the airspeed falls below the stall speed. At the stall point, the airplane did not resume a climb, and the angle of attack of the airspeed vector to the airflow over the wings remained at a steep angle.
in the previous post, i mentioned that the airplane was flying at a speed of approximately 100 knots on final approach. when i wrote that, i was assuming that the airplane was flying at a height of approximately 300 ft agl. i did not know that the airplane was flying at a height of approximately 700 ft agl when it touched down. from the report, it appears that the aircraft touched down at approximately 1,000 ft agl. the report states that the airplane was flying at a height of approximately 1,000 ft agl on final approach. the word “approximately” implies that the actual height of the airplane on final approach was less than 1,000 ft agl, which would have been a dangerous situation. the airplane had a three-degree flap setting, which is not sufficient to fly at a height of 1,000 ft agl. even with flap setting up, the airplane would have experienced a zero-zero-zero rate of sink, which is highly likely to result in a rapid stall.
on 24 april 2013, a de havilland canada dhc-8-402 (registered c-glev) was approaching runway 24l of toronto pearson airport when it experienced severe engine problems. the captain had flown a previous flight on this aircraft the day before, and the crew of the dhc-8-402 had completed training on this route the day before. the captain had flown the route before, but the first officer had never flown it before. the captain’s crew were aware of the existence of weather at the airport, but had not flown into it before. the captain had been expecting the weather to clear during the approach, and the captain made the decision to conduct the approach even though he had not been able to see the airport through the fog.
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