Bombardier CRJ accident near Tallahassee, Florida, February 28, 2009
On February 28, 2009 at about 1:40 pm local time, a Bombardier CRJ, registered N830AS, was substantially damaged in an accident during standing (engine(s) not oper) near Tallahassee, Florida (Tallahassee Regional Airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved.
The NTSB's probable cause their words, unchanged
An electrical anomaly in the top portion of the JB-1 junction box resulting in ignition of adjacent combustible materials, including insulation blankets, and a flexible oxygen line.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 28, 2009 · about 1:40 pm local time
- Place
- Tallahassee, Florida · Tallahassee Regional Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- not recorded
- Aircraft
- Bombardier CRJ 200
- Registration
- N830AS · no longer on the register · serial 7236
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
A fire initiated in the top portion of the JB-1 junction box, which contains components associated with the distribution of electrical power from the APU or an external AC power supply. The fire ignited combustible materials, including insulation blankets and spread upwards toward a flexible oxygen line mounted above the JB-1 junction box. The flexible oxygen line ignited when exposed to the fire, and the fire burned through the aircraft's fuselage. Evidence suggests that the fire initiated as a result of an electrical anomaly in the top portion of the JB-1 junction box, near bus bar and contactor components. This evidence includes melting of one side of the bus bar along the periphery of its connection to a terminal stud and severe thermal damage to the internal and, to a lesser degree, external surfaces of the K1XB contactor case. Despite the damage to the contactor case, the internal contacts did not appear to be stuck or exhibit signs of melting or excessive pitting. There were no other signs of arcing near any of these components. Numerous maintenance difficulties had occurred on the aircraft involving the external AC power supply system beginning approximately 10-weeks before the accident. To attempt to remedy the anomalies, several relays, electrical contactors, the AC power switch, the external ground power receptacle, and other electrical components were removed and replaced with new components. Several of these components were located in the upper section of the JB-1 junction box. The last of these actions occurred about 5-weeks before 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
What happened, in order
- Fire/smoke (non-impact) during standing (engine(s) not oper) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Electrical power system › AC power distribution system › Malfunction
The aircraft
- Airframe total time: 26,384 hours
- Last inspection: continuous airworthiness programme, February 27, 2009; 7 hours since
- Landing gear: fixed
- Fire on the ground
- Operator: Atlantic Southeast Airlines, Inc.
The flight
- Departed from: TLH Tallahassee FL
- Destination: ATL Atlanta GA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 1 |
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.