Bombardier INC CL 600 2B19 accident near Charlotte, North Carolina, September 13, 2017
On September 13, 2017 at about 7:45 pm local time, a 2004 Bombardier INC CL 600 2B19, registered N261PS, was substantially damaged in an accident during taxi (from runway) near Charlotte, North Carolina (Charlotte/Douglas Intl airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 34 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the tug operator's initiation of a right turn onto the perpendicular terminal road in proximity to the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 13, 2017 · about 7:45 pm local time
- Place
- Charlotte, North Carolina · Charlotte/Douglas Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 34 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier INC CL 600 2B19 100, built 2004
- Registration
- N261PS · no longer on the register · serial 7959
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
On September 13, 2017, at 3:45 pm eastern daylight time, PSA Airlines flight 5233, a Bombardier CRJ-200, N261PS, collided with a TLD Jet-16 baggage tug operated by Piedmont Airlines while taxiing at Charlotte-Douglas International Airport (KCLT), Charlotte, North Carolina. The airplane received substantial damage to the left wing and the tug canopy section was damaged. The tug driver was seriously injured and there were no injuries to the 34 passengers and crew onboard the CRJ-200. Weather was daytime visual meteorological conditions. After landing on runway 18R, the airplane was instructed to taxi to Gate E4. While taxiing in a narrow alleyway near the north end of concourse E, between the concourse and the baggage transfer point, the ground tug impacted the left wingtip. The tug was driving on non-movement area of the terminal ramp. The baggage tug was slightly in front of the aircraft at about a 10 o'clock position to the captain of the aircraft. A terminal road crosses the taxi alleyway from near Gate E38 to the beginning of area designated as the baggage transfer point. The transfer point is located outside the alleyway and is lined with concrete barriers. Airplane taxi within the alleyway and ground equipment travel perpendicular to aircraft movement when accessing the transfer point. As the tug turned onto the service road and began to cross the roadway he noticed the airplane taxing in the alley. The driver indicated that, in order to avoid a collision, he tightened his right turn in the opposite direction the airplane was traveling before colliding with the left hand wing. The canopy of the baggage tug was sheared off and the leading edge and winglet of the airplane was substantially damaged. The final resting place of the tug was just behind the trailing edge of the wing. There were skid marks from the airplane tires consistent with maximum braking starting when the airplane made contact with the baggage tug. According to airline ground movement procedures, an airplane on the non-movement area always has the right of way.
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
- Ground collision during taxi (from runway) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Ground crew
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 6,837 hours in all; 192 in this make and model
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 29,440 hours in all; 1,025 in this make and model
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Maximum gross weight: 43,100 lb
- Landing gear: retractable
- Engine 1: Ge CF34 SERIES (turbofan); 0 hours total
- Engine 2: Ge CF34 SERIES (turbofan); 0 hours total
- Operator: Psa Airlines INC
The flight
- Departed from: CRW Charleston WV at 6:22 pm
- Destination: CLT Charlotte NC
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 18 knots, gusting 24
- Visibility: 10 statute miles
- Sky: broken clouds; not recorded
- Temperature: 81°F (27°C), dew point 64°F (18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 31 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on March 9, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1-PIEDMONT | PDF, 11 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1-PSA | PDF, 11 pages | View Download |
| 3 | Psa Crew Statements | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N261PS 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.