Bombardier CL-600-2B19 accident near Chicago, Illinois, October 25, 2002
On October 25, 2002 at about 1:20 am local time, a Bombardier CL-600-2B19, registered N681BR, was substantially damaged in an accident near Chicago, Illinois (Chicago O'Hare Intl airport). It was flown under scheduled airline rules (Part 121). 4 people had minor injuries; 48 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The driver of the bus not maintaining clearance from the taxiing airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 25, 2002 · about 1:20 am local time
- Place
- Chicago, Illinois · Chicago O'Hare Intl · map
- Type
- Accident · collision on the ground
- Injuries
- 4 people had minor injuries; 48 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier CL-600-2B19 · all CL-600-2B19s on the register
- Registration
- N681BR · no longer on the register · serial 7680
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The airplane was damaged while taxiing when it was struck by a bus attempting to cross the taxiway. The ground operation rules for the airport and a Federal Aviation Administration Advisory Circular both state that aircraft have the right of way except when otherwise instructed by the airport traffic control tower.
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; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,045 hours in all; 1,316 in this make and model; 188 in the last 90 days; 73 in the last 30 days; 4,246 as pilot in command; 500 on instruments
- Last flight review: March 29, 2002
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,700 hours in all; 74 in this make and model; 87 in the last 90 days; 55 in the last 30 days; 1,880 as pilot in command; 0 on instruments
- Last flight review: September 5, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 260 hours
- Last inspection: continuous airworthiness programme, October 21, 2002; 23 hours since
- Maximum gross weight: 53,000 lb
- Seats: 50
- Landing gear: retractable
- Engine 1: General Electric CF-34-3B1 (turbofan); 0 hours total
- Engine 2: General Electric CF-34-3B1 (turbofan); 0 hours total
The flight
- Departed from: ORD Chicago IL at 1:20 am
- Destination: PWM Portland ME
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 110° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,100 ft; clear
- Temperature: 45°F (7°C), dew point 36°F (2°C)
- Altimeter: 30.28 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 1 | 48 |
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.