Bombardier CL 600 2C10 and Bombardier CL 600 2C10 accident near Chicago Ohare, Illinois, September 11, 2019
On September 11, 2019 at about 4:43 pm local time, 2 aircraft, Bombardier CL 600 2C10 (N710SK) and Bombardier CL 600 2C10 (N765SK), were involved in the same accident near Chicago Ohare, Illinois (Chicago O'Hare Intl airport). No one was hurt; 114 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the tug driver's inability to maintain visual contact with the wing walkers and lack of situational awareness during pushback.
the tug driver's inability to maintain visual contact with the wing walkers and lack of situational awareness during pushback.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 2019 · about 4:43 pm local time
- Place
- Chicago Ohare, Illinois · Chicago O'Hare Intl · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 114 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bombardier CL 600 2C10 700, built 2004 · all CL 600 2C10s on the register
- Registration
- N710SK · registry record · serial 10170
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Bombardier CL 600 2C10 700, built 2005 · all CL 600 2C10s on the register
- Registration
- N765SK · registry record · serial 10231
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Bombardier CL 600 2C10 final · quoted from the NTSB record
On September 11, 2019, about 1143 CDT, SkyWest flight 3019, a CRJ700, N710SK, collided with SkyWest flight 3039, a CRJ700, N765SK, during pushback at Chicago O'Hare International Airport (ORD), Chicago, Illinois. There were no injuries to the passengers and crew onboard either airplane. Both airplanes sustained substantial damage. Both flights were operating as 14 Code of Federal Regulations Part 121 scheduled passenger flights. Flight 3019 was scheduled from ORD to Detroit Metropolitan Airport (DTW), Detroit, Michigan, and flight 3039 was scheduled from ORD to Harrisburg International Airport (MDT), Middletown, Pennsylvania. SkyWest 3019 was cleared to push back from gate G19A, with the assistance of a tug driver and two wing walkers. The tug driver indicated he performed a walk around prior to the push back and did not notice any airplane behind flight 3019. The wing walkers were positioned with one walker on each side of the airplane. Both wing walkers stated they were aware another airplane was behind SkyWest 3019, but initially believed that the stopped airplane would clear the area before the accident airplane was fully pushed back. The tug driver started to push flight 3019 without getting the “all clear” signal from both wing walkers. The tug driver also stated he could not see the captain’s side wing walker during a portion of the push and was focused on where the landing gear was proceeding, rather than viewing the surrounding area and his wing walkers. The captain's side wing walker said he tried to get the drivers attention, telling him to stop (the tug driver had a headset on to communicate with the flight crew), and had to eventually approach the tug driver to get his attention. The FO's side wing walker said she gave the emergency stop "X" sign to the tug driver, but it appeared that tug driver didn't see it. The driver was unaware of any problems until the captain's side wing walker approached him and told him to stop. SkyWest 3039 had pushed back from gate H1A and transitioned to the H alleyway and waiting for clearance to taxi onto the West Line (behind flight 3019). While stopped, the captain stated that the airplane shook, but that he thought it was only jet blast from another airplane. He then received clearance to take the West Line, but as he taxied out of the alleyway, he was notified of the collision. Post-accident examination revealed the left horizontal and vertical stabilizers of SkyWest 3019 and the tail cone and left elevator of SkyWest 3039 were substantially damaged.
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 NTSB's narrative for the Bombardier CL 600 2C10 final · quoted from the NTSB record
On September 11, 2019, about 1143 CDT, SkyWest flight 3019, a CRJ700, N710SK, collided with SkyWest flight 3039, a CRJ700, N765SK, during pushback at Chicago O'Hare International Airport (ORD), Chicago, Illinois. There were no injuries to the passengers and crew onboard either airplane. Both airplanes sustained substantial damage. Both flights were operating as 14 Code of Federal Regulations Part 121 scheduled passenger flights. Flight 3019 was scheduled from ORD to Detroit Metropolitan Airport (DTW), Detroit, Michigan, and flight 3039 was scheduled from ORD to Harrisburg International Airport (MDT), Middletown, Pennsylvania. SkyWest 3019 was cleared to push back from gate G19A, with the assistance of a tug driver and two wing walkers. The tug driver indicated he performed a walk around prior to the push back and did not notice any airplane behind flight 3019. The wing walkers were positioned with one walker on each side of the airplane. Both wing walkers stated they were aware another airplane was behind SkyWest 3019, but initially believed that the stopped airplane would clear the area before the accident airplane was fully pushed back. The tug driver started to push flight 3019 without getting the “all clear” signal from both wing walkers. The tug driver also stated he could not see the captain’s side wing walker during a portion of the push and was focused on where the landing gear was proceeding, rather than viewing the surrounding area and his wing walkers. The captain's side wing walker said he tried to get the drivers attention, telling him to stop (the tug driver had a headset on to communicate with the flight crew), and had to eventually approach the tug driver to get his attention. The FO's side wing walker said she gave the emergency stop "X" sign to the tug driver, but it appeared that tug driver didn't see it. The driver was unaware of any problems until the captain's side wing walker approached him and told him to stop. SkyWest 3039 had pushed back from gate H1A and transitioned to the H alleyway and waiting for clearance to taxi onto the West Line (behind flight 3019). While stopped, the captain stated that the airplane shook, but that he thought it was only jet blast from another airplane. He then received clearance to take the West Line, but as he taxied out of the alleyway, he was notified of the collision. Post-accident examination revealed the left horizontal and vertical stabilizers of SkyWest 3019 and the tail cone and left elevator of SkyWest 3039 were substantially damaged.
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 for the Bombardier CL 600 2C10 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground handling event during pushback/towing defining event
The NTSB's findings
- Personnel issues › Action/decision › Action › Incorrect action performance › Ground crew
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 7,796 hours in all; 2,740 in this make and model; 207 in the last 90 days; 86 in the last 30 days; 2,649 as pilot in command
- Last flight review: September 12, 2018
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 1,256 hours in all; 564 in this make and model; 206 in the last 90 days; 77 in the last 30 days
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
The aircraft
- Airframe total time: 41,268 hours
- Last inspection: type not recorded, September 9, 2019
- Maximum gross weight: 75,250 lb
- Seats: 65
- Landing gear: retractable
- Engine 1: Ge CF34-8C5B1 (turbofan); 30,453 hours total
- Engine 2: Ge CF34-8C5B1 (turbofan); 27,176 hours total
- Operator: Skywest Airlines
The flight
- Departed from: KORD Chicago IL at 5:00 pm
- Destination: LDTW Detroit MI
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 2 | |||
| Flight crew | 2 | |||
| Passengers | 54 |
The factual record for the Bombardier CL 600 2C10 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi (to runway) defining event
The NTSB's findings
- Personnel issues › Action/decision › Action › Incorrect action performance › Ground crew
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,029 hours in all; 1,265 in this make and model; 186 in the last 90 days; 52 in the last 30 days; 213 as pilot in command
- Last flight review: May 29, 2019
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 503 hours in all; 192 in this make and model; 234 in the last 90 days; 80 in the last 30 days
- Last flight review: January 15, 2019
- Medical certificate: Class 1
- Seat: rgt
The aircraft
- Landing gear: retractable
- Operator: Skywest Airlines
The flight
- Departed from: KORD Chicago IL
- Destination: KMDT Harrisburg PA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 2 | |||
| Flight crew | 2 | |||
| Passengers | 52 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.