Bombardier INC CL-600-2B19 incident near Baton Rouge, Louisiana, September 1, 2011
On September 1, 2011 at about 10:25 pm local time, a Bombardier INC CL-600-2B19, registered N875AS, suffered minor damage in an incident during landing near Baton Rouge, Louisiana (Baton Rouge Metropolitan airport). 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
The improperly installed upper attachment bolt in the left main landing gear uplock assembly, which led to the failure of the left main landing gear to extend before landing. Contributing to the accident was maintenance personnel's lack of training on the installation and inspection of the uplock assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2011 · about 10:25 pm local time
- Place
- Baton Rouge, Louisiana · Baton Rouge Metropolitan · map
- Type
- Incident
- Injuries
- No one was hurt; 53 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier INC CL-600-2B19
- Registration
- N875AS · registry record · serial 7559
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
While configuring the airplane for landing, the flight crew observed a landing gear disagree message and an indication that the left main landing gear was not down and locked. The flight crewmembers followed procedures to address the landing gear disagree message; however, they were unable to get the left landing gear to extend. The captain declared an emergency and chose to land the airplane with only the right main landing gear and nose landing gear extended. The airplane came to rest in an upright, left-wing-low position. Postincident examination of the left main landing gear system revealed that the upper attachment bolt for the left main landing gear uplock assembly, which is designed to be attached to both the uplock mechanism and the structure, was attached only to the airplane structure. The left main landing gear uplock assembly had been removed and reinstalled the day before the incident flight. The mechanic who performed the maintenance did not have training on nor prior experience performing the installation of the uplock assembly, and the maintenance inspector who inspected its installation did not have training on inspecting the uplock assembly. Neither the mechanic nor the maintenance inspector observed any problems during the postinstallation inspection. Thus, it is likely that the uplock assembly was installed incorrectly due to the lack of training in both the installation by the mechanic and the inspection by the inspector.
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
- Landing gear not configured during landing defining event
The NTSB's findings
- cause Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Maintenance personnel
- factor Personnel issues › Task performance › Inspection › Post maintenance inspection › Maintenance personnel
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,305 hours in all; 4,312 in this make and model; 198 in the last 90 days
- Last flight review: March 18, 2011
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 998 hours in all; 715 in this make and model; 175 in the last 90 days
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 30,563 hours
- Last inspection: approved inspection programme, August 31, 2011
- 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: Atlantic Southeast Airlines INC
The flight
- Departed from: ATL Atlanta GA at 7:09 pm
- Destination: BTR Baton Rouge LA
- Flight plan: IFR
- Runway 13, 6,407 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 11 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 8,000 ft
- Temperature: 84°F (29°C), dew point 75°F (24°C)
- Altimeter: 29.94 inHg
- Observation at 9:43 pm from BTR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| 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.