Nothing white knighting about my casual analysis.
I just like to try to dispel rumours and conclusions by the general public. While most TERB members DO know everything about everything, I thought I'd offer some insight and my opinion.
In fact, I inferred that it seems while she flew a good approach, she seemed to have gotten behind the aircraft once she pulled back on the throttles in response to the wind gust at 153' AGL. She went from 64% N1 (indirect measurement of power/thrust) to 43% in response to the wind gust. I don't know the power settings on any Challenger/RJ series jets but 43% N1 seems to be just above flight idle in the descent.
While I am one of the types of airmen who is pretty outspoken and sometimes think I see an obvious or typical cause for an accident, I am often wrong. So while I love to discuss accidents at the time, I do so for purposes of educational discussion, not to blame. There is a lot we can learn just having a topic to discuss. The TSB and NTSB do excellent, thorough work, especially in airline incidents. Yes @Phil C. McNasty, I admit to being a pilot for 36 years and also flying with my dad since I was a baby. I was flying on instruments at age 5 because I couldn't see over the instrument panel! 
. I have some 35 aircraft types in my logbooks! I have also assisted in 12 investigations to varying degrees over the years as well as writing and editing aviation magazine articles and books.
In this flight, it is my considered opinion that it seems that she shouldn't have reduced the power that much, if at all, in response to the 10 knot headwind factored gust at 150' above the ground. But because she did, she should have been spring loaded to pour the kerosene to 'er a moment later WHEN that gust passed (or she flew through the windshear 'layer') in anticipation of that wind gust lulling off back to the base wind and the plane dropping out from under her.
In flying general aviation piston aircraft, the power is there, like now, almost instantly when you advance the throttles. But a jet or turboprop engine is slower to spool up and produce thrust. So if you were flying this in a mid-size cabin class 8 passengers piston twin like a Cessna 414, or small Cessna 172, jockeying the throttle and jerking the yoke and rudder pedals back and forth is like a dance because the plane is so responsive to control inputs. And a C414 only weighs around 6,000 lbs / C-172 about 2,200lbs when landing, making them both more agile but also more susceptible to getting knocked around due to the low wing loading etc. Fun fact.... the crosswind component that day were outside the demonstrated crosswind landing limitations of both of these sample Cessna's.
This female pilot had 1,000 hours in general aviation aircraft, much of it being an instructor. 600 hours in the RJ. She maybe got 300-350 landings in that time. This was likely a very unique set of conditions that she had not experienced before.
We have no data on engine / throttle controls and more but I wouldn't be surprised if it was simply a new pilot flying in conditions that she had not experienced before. Maybe she froze, maybe it all happened too fast... who knows.
I have only put a mark on an aircraft landing at (Tim Horton donuts owner) Ron Joyce's Fox Harb'r golf course runway many years ago. Was flying a single engine fixed gear aircraft with a high wing loading and a leaf spring-like, undampened landing gear. One of Ron's highly experienced pilots had crash landed just SEVEN FEET short of the runway threshold in a Bombardier Global Express 5000. Almost same wind conditions and airspeed fluctuations as the Delta flight.
Anyways, I kept it a bit high and also caught a bit of a gust just before crossing the threshold and I pulled the power back a bit. The gust died and the plane sank, so I added some power to arrest the descent. Reduced it again to continue the last 10' to the runway... then the 25 knot headwind dropped OFF! Plane sank immediately and I firewalled the throtlle and pulled back on the stick to arrest the dramatic descent. I
almost got it but I hit hard enough for the leaf-spring main landing gear and tires to flatten out enough to scrape the bottoms of the wheel pants! Plane then ballooned up, full power, nose high and many make the mistake of continuing the landing. Instead, I lowered the nose, while still at full power and went around for another try. Greased her on that time!
Something similar happened to me flying floats. Was flying for the Ministry of Natural Resources in support of a wildfire operation. The helicopter was not available so I offered to droop two ground firefighters into a small lake that, without the strong headwind was not big enough to take off from. There was a steep hill on the approach and tall trees to the edge of the water. So I got slowed down, dropped the nose and pretty much parachuted/autorotated down the hill and across the trees. You have to time the round out with POWER to arrest the descent or you will pancake into the lake. Then you flare ! Had done it many times in this STOL bushplane which is known for that specific ability/technique (Maule M7-260) but this time the turbulence rolling up the trees and up the hill had created an invisible 'standing wave' with a bubble of NO wind close to the shoreline. Dropped like a streamlined brick. All the fucking throttle and full back elevator just
barely stopped the plane from going splat in a bellyflop! Instead, it just slipped onto the water like it looked like I meant to do it! Stopped in a few hundred feet. The two other guys with me had not flown this type and were amazed that this type of landing was indeed possible in the legendary Maule! They said the approach was like a helicopter!
Anyways, invisible winds are to flying what big rogue waves are to sailors. It can be dangerous but is doable. Until the wind or wave surprises you faster than you or the airplane or vessel can respond.
Some people like these flying stories so I tell them. NOT to brag or anything, just to share good stories. I've enjoyed listening to the old greybeards Hangar Flying in the coffee shop all my life. Now I'm getting there... except no grey and no beard.
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