Bombardier CL-600-2B16 accident near Gary, Indiana, December 14, 2008
On December 14, 2008 at about 8:45 pm local time, a Bombardier CL-600-2B16, registered N573BA, was substantially damaged in an accident during landing (flare/touchdown) near Gary, Indiana (Gary International Airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's excessive airspeed and improper flare while landing in gusting winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 2008 · about 8:45 pm local time
- Place
- Gary, Indiana · Gary International Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier CL-600-2B16 · all CL-600-2B16s on the register
- Registration
- N573BA · registry record · serial 5573
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flying the airplane reported that during the approach to Runway 12, he called for the flaps to be set to "Flaps 30" instead of the normal "Flaps 45" due to the strong crosswinds. The airspeed was "bugged" at 150 knots to account for the Vref corrections for the reduced flap setting, winds, and gusts. When the airplane was on the approach about 1.5 miles from the runway, air traffic control reported the winds as 170 degrees at 18 knots gusting to 32 knots. During the flare, the pilot took out the crab angle and slipped the airplane to maintain runway centerline. He reported that he felt like the airplane would not come down during the flare, and he applied forward pressure to the yoke. While holding the forward pressure, the airplane's nose dropped to the runway with the nose gear hitting the runway first, followed by the main landing gear. The airplane bounced and became airborne. He immediately applied go-around thrust and stowed the spoilers that he had instinctively deployed during the landing. An uneventful landing was made using "Flaps 45" at an alternate airport. The inspection of the airplane revealed no preexisting anomalies that would have precluded normal flight. A review of the airplane's flight data indicated that the airplane touched down at 154 knots. The Vref speed for a normal "Flaps 45" landing was 120 knots. According to the Bombardier Quick Reference Handbook (QRH) abnormal procedures section, the appropriate airspeed additive was 7 knots for a "Flaps 30" landing if a FLAPS FAIL indication precludes a normal landing with "Flaps 45." The Bombardier QRH does not provide for a "FLAPS 30" landing for a crosswind landing.
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
What happened, in order
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Incorrect use/operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Ability to respond/compensate
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,885 hours in all; 1,454 in this make and model; 91 in the last 90 days; 31 in the last 30 days; 1,867 as pilot in command
- Last flight review: September 11, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 8,682 hours in all; 743 in this make and model; 64 in the last 90 days; 23 in the last 30 days; 4,776 as pilot in command
- Last flight review: July 24, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,524 hours
- Last inspection: approved inspection programme, November 20, 2008
- Maximum gross weight: 48,200 lb
- Seats: 13
- Landing gear: retractable
- Engine: General Electric CF34-3B (turbofan); 0 hours total
- Operator: The Boeing Company
The flight
- Departed from: MDW Chicago IL at 8:35 pm
- Destination: GYY Gary IN
- Flight plan: IFR
- Runway 12, 7,003 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 20 knots, gusting 32
- Visibility: 10 statute miles
- Sky: overcast at 2,000 ft
- Temperature: 48°F (9°C), dew point 43°F (6°C)
- Altimeter: 29.70 inHg
- Observation at 8:45 pm from GYY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 |
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.