Canadair CL-600-2B19 incident near Greensboro, North Carolina, June 28, 2005
On June 28, 2005 at about 3:50 pm local time, a Canadair CL-600-2B19, registered N623BR, suffered minor damage in an incident near Greensboro, North Carolina (Piedmont Triad International airport). It was flown under scheduled airline rules (Part 121). 2 people had minor injuries; 35 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate assembly of the nose landing gear selector valve by a parts supplier, which resulted in internal seal damage and a hydraulic leak that led to the collapse of the nose landing gear. A factor was the insufficient information provided by the airplane manufacturer in its service bulletin regarding the affected airplanes for inspection of the valves.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2005 · about 3:50 pm local time
- Place
- Greensboro, North Carolina · Piedmont Triad International · map
- Type
- Incident
- Injuries
- 2 people had minor injuries; 35 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Canadair CL-600-2B19 · all CL-600-2B19s on the register
- Registration
- N623BR · no longer on the register · serial 7192
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
According to the captain, the flight and landing were uneventful, and the airplane was parked at the gate. The parking brake was set, the nosewheel steering was shut off, and the seatbelt sign was turned off. The ground power unit was connected, the green "AVAIL" light on the overhead panel illuminated, and the captain selected ground power. He stated he then turned off the No. 2 generator, and, at that "exact moment ... we observed a momentary flash of cabin and cockpit lights, and ... simultaneously ... the nose gear collapsed." Examination of the airplane's nose landing gear selector valve revealed slack in the lock wire on the spanner end cap, and the spanner end cap was backed off. Test bench examination of the unit revealed an internal hydraulic fluid leak, and disassembly examination revealed glyd rings No. 1 and No. 4 were damaged. The lock wire, end cap, and glyd ring conditions were the subject of two previous service bulletins, one from the valve manufacturer, Tactair, and one from the airplane manufacturer, Bombardier. The service bulletins stated glyd ring damage and the associated hydraulic leak had occurred in some improperly assembled valves, and the damage condition, combined with an interruption of electrical power to the airplane, had resulted in the collapse of the nose landing gear of some affected airplanes. Tactair had issued its service bulletin dated March 12, 2003, effective for valve serial numbers 0001 to 0645; the incident airplane's nose landing gear selector valve was serial number 550. Bombardier had issued a service bulletin dated May 29, 2003, with Revision "A" dated June 12, 2003, that directly referenced the Tactair service bulletin and was distributed to each airplane operator. The Bombardier service bulletin, however, incorrectly listed its effectivity; it stated the service bulletin applied to Bombardier airplane serial numbers 7045 thru 7067 and 7069 thru 7189. The incident airplane was Bombardier serial number 7192, and selector valve serial number 550 was original equipment for that airplane. The service bulletin is being revised.
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; single-engine sea; instrument: airplane
- Flight time: 6,901 hours in all; 2,110 in this make and model; 5,500 as pilot in command
- Last flight review: November 1, 2004
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,800 hours in all; 546 in this make and model; 4,200 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 19,199.9 hours
- Last inspection: continuous airworthiness programme, June 1, 2005
- Maximum gross weight: 53,000 lb
- Seats: 54
- Landing gear: retractable
- Engine 1: General Electric CF34-3B1 (turbofan); 0 hours total
- Engine 2: General Electric CF34-3B1 (turbofan); 0 hours total
- Operator: Flyi, Inc.
The flight
- Departed from: KIAD Dulles VA at 2:40 pm
- Destination: KGSO Greensboro NC
- Flight plan: IFR
- Runway 23, 10,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,800 ft; scat at 1,100 ft
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 30.17 inHg
- Observation at 3:54 pm from KGSO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 | ||
| Passengers | 1 | 33 |
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.