Canadair CL-600-2B19 accident near Miami, Florida, December 15, 2003
On December 15, 2003, a Canadair CL-600-2B19, registered N445AW, was substantially damaged in an accident near Miami, Florida (Miami International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 44 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The tug operator's loss of control and his failure to maintain clearance from the aircraft during pushback operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 2003
- Place
- Miami, Florida · Miami International · map
- Type
- Accident
- Injuries
- No one was hurt; 44 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Canadair CL-600-2B19 · all CL-600-2B19s on the register
- Registration
- N445AW · registry record · serial 7804
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During the pushback from the gate, the tug operator attempted to stop the airplane on the ramp. At the time of pushback operations the ramp surface was wet and the lighting condition on the ramp was dark. The tug slid to the left as the airplane went to the right for undetermined reasons. The shear pin on the tow bar broke and the airplane turned to the right. The tug collided with the right side of the fuselage after the tug driver jumped from the tug. Examination of the airplane revealed 9 damaged ribs on the bottom side of the fuselage.
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: 1,846 hours in all; 558 in this make and model; 214 in the last 90 days; 69 in the last 30 days; 987 as pilot in command
- Last flight review: August 9, 2003
- Medical certificate: Class 1 (without 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: 762 hours in all; 399 in this make and model; 200 in the last 90 days; 88 in the last 30 days
- Last flight review: May 29, 2003
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 53,000 lb
- Seats: 54
- Landing gear: retractable
- Engine 1: Bombardier CF34-3B1 (turbofan); 0 hours total
- Engine 2: Bombardier CF34-3B1 (turbofan); 0 hours total
The flight
- Departed from: MIA Miami FL at 11:25 pm
- Destination: TPA Tampa FL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 280° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 13,000 ft; a few clouds at 900 ft
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 29.98 inHg
- Observation at 1:53 am from MIA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 40 |
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.