Canadair CL-600S accident near Raleigh, North Carolina, April 1, 1996
On April 1, 1996 at about 3:04 pm local time, a Canadair CL-600S, registered N999TF, was substantially damaged in an accident near Raleigh, North Carolina (Raleigh-Durham airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 9 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the flight crew's inadequate emergency procedure in that they did not manually extend the landing gear, as specified in the airplane flight manual. A factor relating to the accident was: the intermittent operation of the extend solenoid in the nose gear selector valve.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 1, 1996 · about 3:04 pm local time
- Place
- Raleigh, North Carolina · Raleigh-Durham
- Type
- Accident
- Injuries
- No one was hurt; 9 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Canadair CL-600S · all CL-600Ss on the register
- Registration
- N999TF · registry record · serial 1042
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
During an instrument landing system (ILS) approach the airline transport pilot noticed a discrepancy in the landing gear indicators. He raised the landing gear and lowered it again. The main landing gear indicator lights were illuminated, indicating that the main gear was extended and locked, but the nose gear light was extinguished. The light in the gear handle was off, indicating that the system was functioning properly. The pilot did not use the emergency landing gear extension system. The aircraft was landed, and the nose gear collapsed. Subsequent examination revealed an intermittently operating extend solenoid in the nose gear selector valve.
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
- Ratings: multi-engine land; instrument: airplane
- Flight time: 6,500 hours in all; 1,014 in this make and model; 155 in the last 90 days; 53 in the last 30 days; 3,750 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,395 hours
- Last inspection: approved inspection programme, January 29, 1996; 46 hours since
- Maximum gross weight: 41,250 lb
- Seats: 13
- Landing gear: retractable
- Engine: Allied Signal ALF502L2C (turbofan); 0 hours total
- Operator: Pal-Waukee Aviation
The flight
- Departed from: MKE Milwaukee WI at 1:30 pm
- Destination: RDU
- Flight plan: IFR
- Runway 23R, 10,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 3 knots
- Visibility: 3 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 52°F (11°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 3:22 pm from RDU, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 6 |
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.