Bombardier CL600 2B19 accident near Phoenix, Arizona, April 2, 2011
On April 2, 2011 at about 4:00 pm local time, a Bombardier CL600 2B19, registered N7264V, was substantially damaged in an accident during approach near Phoenix, Arizona (Phoenix Sky Harbor Internation airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 49 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate clearance between the Integrated Drive Generator (IDG) power cables and hydraulic lines in the aft equipment bay that resulted in chaffing of the IDG power cables and hydraulic lines, arcing, and fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 2, 2011 · about 4:00 pm local time
- Place
- Phoenix, Arizona · Phoenix Sky Harbor Internation · map
- Type
- Accident
- Injuries
- No one was hurt; 49 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier CL600 2B19 200 · all CL600 2B19s on the register
- Registration
- N7264V · no longer on the register · serial 7264
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The flight crew stated that while on final approach, they noted a right engine 10th stage bleed air indication, a right jet pipe over-heat indication, and a right pack over pressure indication. They also noted, after landing, that there was a burning smell. Postaccident examination of the airplane revealed fire damage to the aft equipment bay in the area of the right pylon directly above the auxiliary power unit (APU) exhaust duct. There was evidence of chaffing on the right integrated drive generator (IDG) power feeder cable as well as damage to an adjacent hydraulic line. Additionally, two support brackets, designed to secure the hydraulic line to the aft fuselage, near the area of the fire had fractured, with one bracket no longer attached to the fuselage. Consistent with the chafing, there was a pin-sized hole near the end of the hydraulic line where it connected to a fitting that was mounted on a bracket attaching the line to the airplane's structure. The pin-sized hole was near the chafed IDG cable strand, and about 0.0625 inches from the hydraulic line, instead of the required minimum distance of 2.0 inches specified in Bombardier wiring installation specifications. NTSB Metallurgical examinations of the IDG power feeder cable revealed that the damage to the insulation around the pin-sized hole was consistent with chafing. The examination also found material splatter consistent with electrical arcing of the conductors. The damaged area of the hydraulic line revealed evidence of splattering and material expulsion consistent with electrical arcing against the hydraulic line's external surface. Additionally, the chaffed wire and hydraulic line were examined using energy dispersive x-ray spectroscopy (EDS) to determine if any material transfer consistent with an electrical arcing event, had occurred and the wire and the hydraulic line both had chemical elements not normally found in each. The bracket had fractured into two pieces, and one of the tabs matched the fracture on the main body of the bracket. There was fretting wear damage on the surface of the tab where it was attached to another surface indicative of the tab possibly having rubbed against a bolt or pin used to mount the bracket, and the fracture surface exhibited dimpled ductile fracture that is indicative of overstress bending. As a result of the findings from this accident, both Transport Canada and the FAA released Airworthiness Directives.
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 approach defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Electrical power system › Electrical pwr sys wiring › Damaged/degraded
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,104 hours in all; 8,213 in this make and model; 162 in the last 90 days; 85 in the last 30 days; 9,382 as pilot in command; 1,147 on instruments
- Last flight review: April 21, 2010
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,058 hours in all; 5,567 in this make and model; 185 in the last 90 days; 64 in the last 30 days
- Last flight review: February 26, 2011
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 32,325 hours
- Last inspection: continuous airworthiness programme, April 2, 2011
- Maximum gross weight: 51,000 lb
- Seats: 54
- Landing gear: retractable
- Engine 1: General Electric CF34-3B1 (turbofan); 24,148 hours total
- Engine 2: General Electric CF34-3B1 (turbofan); 30,171 hours total
The flight
- Departed from: DSM Des Moines IA at 12:40 pm
- Destination: PHX Phoenix AZ
- Flight plan: IFR
- Runway 08, 11,489 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 34°F (1°C)
- Altimeter: 29.82 inHg
- Observation at 1:51 pm from PHX, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 46 |
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.
Other NTSB records under N7264V the same tail number, which may have belonged to a different aircraft at the time
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.