Bombardier CL-600-2B19 incident near Philadelphia, Pennsylvania, December 14, 2008
On December 14, 2008 at about 10:00 pm local time, a Bombardier CL-600-2B19, registered N407AW, suffered minor damage in an incident during approach near Philadelphia, Pennsylvania (Philadelphia International airport). It was a positioning flight under scheduled airline rules (Part 121). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the maintenance personnel to properly complete the installation, and the inspection personnel to conduct the proper functional test, of the left main landing gear uplock assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 2008 · about 10:00 pm local time
- Place
- Philadelphia, Pennsylvania · Philadelphia International · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier CL-600-2B19 · all CL-600-2B19s on the register
- Registration
- N407AW · no longer on the register · serial 7424
- Damage
- Minor damage
- Flight
- Positioning flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The flight crew had indications of a landing gear problem during approach. After unsuccessfully attempting to lower the gear, the flight crew elected to make an emergency landing with only the nose gear and right main landing gear "down and locked". After touch down, the airplane came to rest on its right main landing gear, nose gear and the left wingtip and flaps, resulting in minor damage. Post-incident examination of the maintenance records and airplane revealed that the left and right main landing gear (MLG) uplock assemblies had been replaced prior to the incident flight. No anomalies were found with the installation of the right MLG uplock assembly; however, the upper attachment bolt in the left MLG uplock assembly was improperly installed and had not properly been inspected. As installed, the upper attachment bolt did not engage the uplock assembly, which allowed the uplock assembly to pivot inboard about the lower attachment bolt and the uplock release cable no longer allowed the lever full travel to release the uplock. The left and right uplock assemblies had been replaced by two different mechanics and neither mechanic witnessed the gear swing test, but each signed the work package off as being completed after making a verbal turnover to the day shift supervisor. This was inconsistent with company policies and procedures. The installation was inspected and there were several discrepancies noted concerning the left gear assembly installation. Although the discrepancies were corrected, they were not properly documented. Additionally, the inspector did not use a mirror to examine the components in the darkened gear well and used an abbreviated functional check procedure instead of the manual gear extend test procedure specified in the maintenance manual. The mechanic who replaced the right uplock assembly stated that he had replaced uplocks on other airplanes but not the accident type airplane. The inspector stated that he had no experience inspecting uplock assemblies, nor did he recall ever having removed or replaced a gear uplock assembly as a mechanic. Based upon findings of the investigation, the NTSB issued Safety Recommendation A-10-96 and -97, dated May 28, 2010.
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
- Sys/Comp malf/fail (non-power) during approach defining event
- Sys/Comp malf/fail (non-power) during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › Replacement › Maintenance personnel
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Malfunction
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 5,198 hours in all; 3,021 in this make and model; 187 in the last 90 days; 64 in the last 30 days; 1,770 as pilot in command
- Last flight review: August 22, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 2,411 hours in all; 1,318 in this make and model; 198 in the last 90 days; 66 in the last 30 days; 973 as pilot in command
- Last flight review: July 25, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 19,808 hours
- Last inspection: continuous airworthiness programme, December 14, 2008
- Maximum gross weight: 53,250 lb
- Seats: 53
- Landing gear: retractable
- Engine 1: General Electric CF-343B1 (turbofan); 0 hours total
- Engine 2: General Electric CF-343B1 (turbofan); 0 hours total
- Operator: Air Wisconsin Airlines Corporation
The flight
- Departed from: ORF Norfork VA at 1:20 am
- Destination: PHL Philadelphia PA
- Flight plan: IFR
- Runway 27L, 10,506 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 14,000 ft
- Temperature: 46°F (8°C), dew point 27°F (-3°C)
- Altimeter: 30.46 inHg
- Observation at 10:00 pm from PHL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 |
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.