What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On April 18, 2013 scna flight 266 enroute from dca to lan encountered moderate continuous turbulence while on approach to rwy 28L. Winds were reported by the tower as 200 degrees at 16KTS gusting to 28KTS. After an attempt at landing the crew initiated a go around and elected to remain in a right traffic pattern for another attempt at the visual approach. Winds for the second attempted landing were reported by the tower as 200 degrees at 17KTS gusting to 27KTS. The crew again initiated a go around and advised lan tower that they would like to proceed to dtw. The crew then declared an emergency due to a flight control malfunction. Enroute to dtw the crew noted the yaw damper was not engaged. After reset it was noted the yaw damper disengaged again. The crew landed in dtw without further incident and made the required entries in the maintenance logbook. An inspector from the dtw FSDO reported scuff marks and several deep cuts to the #4 main tire as well as mud residue on the inboard sidewall of the #3 tire indicating the aircraft had touched down at some point during the landing attempts. No other damage was observed.
The flight crew additional training emphasized CRM, transfer of controls, checklist usage, stabilized approach criteria, windshear escape maneuver, crosswind landings with failed yaw damper, missed approach procedures, effects of cross control on final, yaw damper system, single channel warning system alerts, setting up for proper visual patterns. Crosswind limitations. This training was FAA observed and deemed successful.
As the FAA filed it
ON APRIL 18, 2013 SCNA FLIGHT 266 ENROUTE FROM DCA TO LAN ENCOUNTERED MODERATE CONTINUOUS TURBULENCE WHILE ON APPROACH TO RWY 28L. WINDS WERE REPORTED BY THE TOWER AS 200 DEGREES AT 16KTS GUSTING TO 28KTS. AFTER AN ATTEMPT AT LANDING THE CREW INITIATED A GO AROUND AND ELECTED TO REMAIN IN A RIGHT TRAFFIC PATTERN FOR ANOTHER ATTEMPT AT THE VISUAL APPROACH. WINDS FOR THE SECOND ATTEMPTED LANDING WERE REPORTED BY THE TOWER AS 200 DEGREES AT 17KTS GUSTING TO 27KTS. THE CREW AGAIN INITIATED A GO AROUND AND ADVISED LAN TOWER THAT THEY WOULD LIKE TO PROCEED TO DTW. THE CREW THEN DECLARED AN EMERGENCY DUE TO A FLIGHT CONTROL MALFUNCTION. ENROUTE TO DTW THE CREW NOTED THE YAW DAMPER WAS NOT ENGAGED. AFTER RESET IT WAS NOTED THE YAW DAMPER DISENGAGED AGAIN. THE CREW LANDED IN DTW WITHOUT FURTHER INCIDENT AND MADE THE REQUIRED ENTRIES IN THE MAINTENANCE LOGBOOK. AN INSPECTOR FROM THE DTW FSDO REPORTED SCUFF MARKS AND SEVERAL DEEP CUTS TO THE #4 MAIN TIRE AS WELL AS MUD RESIDUE ON THE INBOARD SIDEWALL OF THE #3 TIRE INDICATING THE AIRCRAFT HAD TOUCHED DOWN AT SOME POINT DURING THE LANDING ATTEMPTS. NO OTHER DAMAGE WAS OBSERVED.
THE FLIGHT CREW ADDITIONAL TRAINING EMPHASIZED CRM, TRANSFER OF CONTROLS, CHECKLIST USAGE, STABILIZED APPROACH CRITERIA, WINDSHEAR ESCAPE MANEUVER, CROSSWIND LANDINGS WITH FAILED YAW DAMPER, MISSED APPROACH PROCEDURES, EFFECTS OF CROSS CONTROL ON FINAL, YAW DAMPER SYSTEM, SINGLE CHANNEL WARNING SYSTEM ALERTS, SETTING UP FOR PROPER VISUAL PATTERNS. CROSSWIND LIMITATIONS. THIS TRAINING WAS FAA OBSERVED AND DEEMED SUCCESSFUL.