Crj-200 flight crew reported experiencing a brief stick shaker in gusty wind conditions and followin...

Attributes
ACN	1608845
Time
Date	201901
Local Time Of Day	0001-0600
Place
Locale Reference	DTW.Airport
State Reference	MI
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Regional Jet 200 ER/LR (CRJ200)
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Route In Use	Visual Approach
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	Initial Approach
Flight Plan	IFR
Person 1
Function	Pilot Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument
Person 2
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine
Events
Anomaly	Deviation - Procedural Published Material / Policy Deviation - Speed All Types Inflight Event / Encounter Weather / Turbulence Inflight Event / Encounter Unstabilized Approach Inflight Event / Encounter Wake Vortex Encounter

Narrative:

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.

Original NASA ASRS Text

Title: 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.

Narrative: 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.

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.

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.