Canadair CL-600-2B19 accident near Dulles Airport, Virginia, March 9, 2002
On March 9, 2002 at about 10:15 am local time, a Canadair CL-600-2B19, registered N622BR, was substantially damaged in an accident near Dulles Airport, Virginia (Dulles International 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 airplane's collision with two wild turkeys.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 2002 · about 10:15 am local time
- Place
- Dulles Airport, Virginia · Dulles International Airport
- Type
- Accident
- Injuries
- No one was hurt; 53 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Canadair CL-600-2B19 · all CL-600-2B19s on the register
- Registration
- N622BR · no longer on the register · serial 7187
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During its takeoff roll from runway 30 at Washington Dulles International Airport, Atlantic Coast Airways flight 7682, a Bombardier CL-600-2B19, struck two wild turkeys. The captain aborted the takeoff at about 110 knots. None of the crewmembers or passengers was injured. The captain taxied the airplane back to the gate without further incident. A postflight inspection revealed that one turkey had struck the number-two engine intake and that the first officer's windshield had been cracked and the surrounding structure beneath it bent by another turkey. The second turkey penetrated the pressure bulkhead and entered the back of the instrument panel but did not penetrate either the windshield or its supporting structure. The area where the turkey penetrated the pressure bulkhead was not strengthened for bird impact, nor was it required to be. A comprehensive airport wildlife management system was in effect at the time of the accident.
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, commercial pilot
- Ratings: multi-engine land; single-engine land
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 800 hours in all; 300 in this make and model; 200 in the last 90 days; 80 in the last 30 days; 350 as pilot in command; 98 on instruments
- Last flight review: November 10, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 12,059 hours
- Last inspection: continuous airworthiness programme, February 8, 2002; 203 hours since
- Maximum gross weight: 51,250 lb
- Seats: 50
- Landing gear: retractable
- Engine 1: General Electric CF34B (turbofan); 0 hours total
- Engine 2: General Electric CF34B (turbofan); 0 hours total
- Operator: Atlantic Coast Airlines
The flight
- Departed from: KIAD Dulles Airport VA at 5:00 am
- Destination: KLGA NY
- Flight plan: IFR
- Runway 30
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 57°F (14°C)
- Altimeter: 30.37 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| 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.