Bombardier CL600-2B19 accident near Atlanta, Georgia, June 3, 2002
On June 3, 2002 at about 2:00 am local time, a Bombardier CL600-2B19, registered N849AS, was substantially damaged in an accident near Atlanta, Georgia (Atlanta Hartsfield). It was flown under scheduled airline rules (Part 121). No one was hurt; 53 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the left main landing gear fitting due to a fatigue crack that emanated from multiple origins at the external surface of the wall at the shock strut radius run out area for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2002 · about 2:00 am local time
- Place
- Atlanta, Georgia · Atlanta Hartsfield · map
- Type
- Accident
- Injuries
- No one was hurt; 53 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier CL600-2B19 · all CL600-2B19s on the register
- Registration
- N849AS · no longer on the register · serial 7347
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
A Bombardier CL6002B-19, N849AS, operated by Atlantic Southeast Airlines, Inc., as flight 4509, experienced a left main landing gear failure during landing on runway 26R, at the Atlanta Hartsfield International Airport, in Atlanta, Georgia. According to the flight crew, and confirmed by the FDR, the approach to landing was uneventful. Upon landing the pilot deployed the thrust reversers and the left main landing gear collapsed. Fracture of the main fitting for the left main landing gear was caused by a fatigue crack that emanated from multiple origins at the external surface of the wall at the shock strut radius run out area. No evidence of material anomalies, such as corrosion or gouge damage, was found at the fatigue origin area. Because the stresses leading to the fatigue crack of the main fitting have not clearly been identified, the root cause of the fatigue cracking has not been determined. During the investigation, Atlantic Southeast Airlines did a Fleet Wide inspection of all their Bombardier Inc., Model CL600-2B19 aircraft landing gear assemblies, which included visual and eddy current inspections. Their inspections found no additional cracked landing gear. Additionally, Transport Canada issued a revised AD, which eliminated the escalation of the eddy current inspection intervals as allowed in their previous AD. Also, the FAA issued an NPRM in response to Transport Canada AD, which requires repetitive detailed visual and eddy current inspection of the main landing gear main fitting. The NPRM if adopted would produce another AD that is applicable to certain Bombardier Model CL600-2B19 (Regional Jet Series 100 & 440) airplanes. The proposal would require repetitive detailed and eddy current inspections on the main fittings of the main landing gears (MLG) to detect discrepancies, and related investigative/corrective actions if necessary. The proposal also requires servicing of the shock strut of the MLGs; inspection the shock strut of the MLGs for nitrogen pressure, visible chrome dimension, and oil leakage; and servicing any discrepant strut. Transport Canada has also accepted Messier-Dowty’s redesign of the main fitting, on condition that the testing of the new design would be completed successfully. The testing is scheduled to commence in July 2004. Once the testing is completed Transport Canada will mandate the installation of the new design of the main fitting as the terminating action for the AD's.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 15,577 hours in all; 665 in this make and model
- Last flight review: March 20, 2002
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 15 in this make and model
- Last flight review: May 21, 2002
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,831 hours
- Last inspection: continuous airworthiness programme, May 27, 2002; 17 hours since
- Maximum gross weight: 53,250 lb
- Seats: 54
- Landing gear: retractable
- Engine 1: General Electric CF 34 3B1 (turbofan); 0 hours total
- Engine 2: General Electric CF 34 3B1 (turbofan); 0 hours total
- Operator: Atlantic Southeast Airlines, Inc.
The flight
- Departed from: BWI Baltimore MD at 11:40 pm
- Destination: ATL Atlanta GA
- Flight plan: IFR
- Runway 26R, 9,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 340° at 7 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 70°F (21°C)
- Altimeter: 29.02 inHg
- Observation at 1:53 am from ATL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 50 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.