The CA on that flight was in my initial new-hire class at PCL. He had become a Check Airman, had about 7,000 hours total time, and about 5,000 in the CRJ, 3,000+ of which was PIC time (estimated based on how much time I had in the airplane knowing he flew about 1,000 more hours than I did in my first 3 years before I got off reserve).
He was doing IOE with a new-hire pilot who was very low-time.
It was the last leg of the day, I "heard" 9:30 (approximate) hours rest the night before, and they were at 14 hours and change of duty at the time of the accident, pretty close to midnight.
I disagree with the board on finding that he disregarded information that the runway was slick. 15 minutes prior to landing, he spoke with the airport manager who was doing snow removal ops and received a verbal that braking action was "fair" as reported by a truck following the snow removal equipment. The worst of the storm hit just a few moments later after the CA returned to normal descent duties and approach planning, and he was too busy flying the descent and approach to check in one last time below 10,000.
What's most interesting about this is that the Captain initially REFUSED this leg based on weather and the forecast winds and heavy snow. Pinnacle dispatch called NWA ops and got them to CHANGE the forecast to include a wind just BARELY at the legal limit for tailwind to do the only approach available to meet the forecast ceiling and vis, AND amended the snow forecast to LIGHT snow instead of heavy.
Northwest has the ability to amend their own TAF's away from what the NWS publishes within certain parameters. I'VE HAD THEM DO THIS TO ME, it's NOT a rumor. Difference is the last time they did this, I diverted back to MSP when we got to the destination because the weather was below mins (it's one of my interview stories where I disagreed with a policy, did as instructed anyway, then chose the safe exit and came home, proving my point along the way). This CA didn't divert because it was within acceptable mins when he started the approach. This is the first time I know of that it has bit NWA directly.
Where he touched down is in debate. The airport manager insists it was "halfway down the runway" while the FD data (weight on wheels), G/S recording, and aircraft speed show it closer to 2,000 feet past the threshold - well within the TDZ.
Doubt very seriously they will change the rest rules over it. No fatalities, regional carrier, and, quite frankly, without those factors, they're simply going to pin it on the CA being fatigued and making a bad call which is partially true, but he was walked down the primrose path.
This guy is VERY sharp, one of the nicest guys in the biz that I know, and didn't deserve the crucifying he got over it (he lost his job). We all make mistakes; we just get lucky most of the time and either the person beside us catches it or we luck out and nothing happens.
Was hoping the board would emphasize the weather changing issues by NWA ops more in this hearing. Personally, I don't think ANY airline should have that ability...
