Incident Overview
On February 7, 2013, about 1040 eastern standard time, PSA Airlines flight 2386, a Bombardier CL 600-2B19 (registration N261PS), encountered a high-altitude pitch upset and subsequent complete loss of left engine power shortly after leveling off at flight level 340. Among the 40 passengers and crew members onboard, one flight attendant received minor injuries. The airplane sustained minor damage. The scheduled passenger flight operated under 14 CFR Part 121 from Charlotte/Douglas International Airport (CLT), Charlotte, North Carolina, to Northwest Florida Regional Airport (VPS), Valparaiso, Florida. Following the upset, the flight diverted to Hartsfield-Jackson Atlanta International Airport (ATL), Atlanta, Georgia, and landed without further incident.
Flight History
The captain, serving as pilot flying, and the first officer, pilot monitoring, conducted a normal takeoff and were cleared to climb to FL340. The captain set the autopilot vertical speed command to 1000 feet per minute, stating he believed it was company policy to fly at the minimum speed for climb out, which he observed as 200 KIAS. Passing FL330, the captain began setting up landing data in the flight management system. After leveling at FL340, the airspeed decreased to 160-165 KIAS. The stick shaker activated, followed by the stick pusher, and the airplane experienced pitch excursions. The captain initially thought the stall warning was false. The captain pulled back on the yoke, which caused the pusher to fire again. Both pilots had hands on the controls. Two engine low oil pressure lights and a flight spoilers EICAS message illuminated. The first officer called for airspeed, and the captain lowered the nose and began a descent. The left engine failed, indicated by zero N1 and interturbine temperature above redline. The captain did not attempt a restart. The airplane descended to FL310, the crew ran the engine failure checklist, and ATC cleared them to FL240 and offered a diversion to ATL, which they accepted. The landing was uneventful.
Aircraft Performance
According to the company's altitude capability chart, for a gross weight of 46,000 lbs and a temperature deviation of ISA+10°C, the CRJ200 could climb to 37,180 feet MSL. The 1.5 G buffet boundary chart indicated a minimum speed of 206 KIAS at FL340 and 46,000 lbs gross weight; the 1.3 G boundary indicated 188 KIAS. Recorded flight data showed the airplane slowing through 167 knots at about 34,000 feet when the stick shaker activated, followed by the stick pusher at an angle of attack of about 8 degrees. The crew's column inputs resulted in a seven-cycle stick pusher dynamic event, with a maximum recorded angle of attack of 14.8 degrees on the fourth column pull.
Personnel
The captain, age 59, held an Airline Transport Pilot certificate with type ratings in the BA-3100, DO-328, EMB-120, and CL-65. He had about 25,000 total flight hours, including 6,728 in the CL-65. His most recent FAA first-class medical certificate was issued on October 19, 2012, with a corrective lenses limitation. The first officer, age 52, held an Airline Transport Pilot certificate with a CL-65 type rating, about 9,197 total hours, and 6,012 in the CL-65. His most recent FAA first-class medical certificate was issued on January 12, 2013, with a corrective lenses limitation.
Company Training and Notices
The chief pilot stated that climbing at 200 knots was not company policy; the appropriate speed was 250 knots or the ACARS climb index speed of 262 knots. The company had trained pilots in high-altitude stall recovery, including SPOT training after the 2004 Pinnacle 3701 accident, and high-altitude training was incorporated in new hire and upgrade training. The captain, however, believed it was company policy to fly at minimum speed and stated he had not been trained in high-altitude stall recovery. The company director of training said that simulator training emphasized climbing at 250 knots until the Mach crossover, and stall training after the 2008 Colgan 3407 accident focused on reducing angle of attack and accepting altitude loss. The company published a Safety Alert in February 2011 and a FOQA Brief in October 2012 regarding high-altitude performance, advising crews to be cognizant of buffer boundary speeds and to descend if necessary to regain airspeed.
Probable Cause
Not stated.