Bombardier INC CL600-2D24 incident near Minneapolis, Minnesota, April 24, 2008
On April 24, 2008 at about 2:10 pm local time, a Bombardier INC CL600-2D24, registered N918XJ, was involved in an incident during taxi (to runway) near Minneapolis, Minnesota (Minneapolis-St Paul Intl. airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 80 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 flying pilot's incorrect use of the thrust lever leading to the dual engine shutdown during taxi. Contributing to the incident was the flying pilot's lack of total experience in the make and model of airplane.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 24, 2008 · about 2:10 pm local time
- Place
- Minneapolis, Minnesota · Minneapolis-St Paul Intl. · map
- Type
- Incident
- Injuries
- No one was hurt; 80 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bombardier INC CL600-2D24
- Registration
- N918XJ · registry record · serial 15156
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The flight crew was taxiing the airplane to the runway for departure. The auxiliary power unit had been shut down. The airplane accelerated to cross a runway and was rolling on a taxiway when both engines stopped producing power. The incident flight was part of the captain's initial operating experience as a captain on the CL600. At the time of the incident, the captain had accumulated six hours of total flight time in the CL600. The captain had previously been a pilot on Saab 340 turboprop airplanes. The power lever on the Saab 340 can be moved forward into the ground idle and flight idle positions and rearward into the reverse position. The Saab 340 power lever has a latch that is designed to be lifted to allow the power lever below flight idle. The thrust levers on the CL600 can be moved forward into the idle, climb, takeoff, go-around, and maximum power positions and rearward into the shut off position. The CL600 thrust lever is designed with a latch that has to be lifted to allow movement of the thrust lever into the shut off position. The flight data recorder showed that an application of power occurred about ten seconds from the end of the recording. The recorder shows an engine thrust lever going to the shutoff position near the end of the recording.
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
- Miscellaneous/other during taxi (to runway) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Pilot
- cause Aircraft › Aircraft power plant › Engine controls › Power lever › Incorrect use/operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,661 hours in all; 6 in this make and model; 64 in the last 90 days; 6 in the last 30 days; 2,846 as pilot in command; 1,062 on instruments
- Last flight review: April 11, 2008
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot (unmanned)
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 14,770 hours in all; 362 in this make and model; 230 in the last 90 days; 86 in the last 30 days; 12,750 as pilot in command
- Last flight review: November 9, 2007
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 388 hours
- Last inspection: continuous airworthiness programme, March 7, 2008
- Maximum gross weight: 84,500 lb
- Seats: 82
- Landing gear: retractable
- Engine 1: Ge CF34-8C5 (turbofan); 0 hours total
- Engine 2: Ge CF34-8C5 (turbofan); 0 hours total
- Operator: Mesaba Aviation INC
The flight
- Departed from: MSP Minneapolis MN at 2:10 pm
- Destination: ORD Chicago IL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 11 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 3,900 ft; a few clouds at 800 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 2:03 pm from MSP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 2 | |||
| Flight crew | 2 | |||
| Passengers | 76 |
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI08IA119.