Embraer ERJ170 accident near Plainfield, Illinois, July 9, 2020
On July 9, 2020 at about 10:00 pm local time, a 2016 Embraer ERJ170, registered N226NN, was involved in an accident during enroute (descent) near Plainfield, Illinois. It was flown under scheduled airline rules (Part 121). 1 person was seriously injured and 1 person had minor injuries; 63 others were unhurt. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
an encounter with convective turbulence.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 2020 · about 10:00 pm local time
- Place
- Plainfield, Illinois · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 63 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer ERJ170 200LR, built 2016 · all ERJ170s on the register
- Registration
- N226NN · registry record · serial 17000540
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
On July 9, 2020, at about 1500 central daylight time, Envoy Airlines flight 3880, an Embraer 175, N226NN, encountered turbulence during descent into Chicago O’Hare International Airport (KORD), Chicago, Illinois. One flight attendant sustained serious injuries and one flight attendant sustained minor injuries. The airplane was not damaged. The regularly scheduled passenger flight was operating under the provisions of 14 Code of Federal Regulations Part 121 from El Paso International Airport (KELP), El Paso, Texas, to KORD. According to the flight crew, about 10 minutes prior to top of descent, they turned the seatbelt sign on after encountering a small pocket of light turbulence. Shortly after beginning the descent, the flight crew noticed cumulus clouds in the descent/approach path and the first officer (FO) called the flight attendants (FA) to notify them to expect turbulence during the descent. As the flight descended through about 15,000 feet and approaching several cumulus clouds, the FO again called the FAs and told them the flight would hit turbulence in about 60 seconds. Shortly after, when the flight was descending through about 12,500 feet, it encountered two sudden moderate turbulence “bumps”. According to the FAs, after being advised by the FO of the impending turbulence, FA 1 made a public address announcement to the passengers in preparation for landing. Both FAs were collecting trash and completing their compliance checks when the first turbulence hit the airplane, sending both FAs into the air and onto the floor. When the second turbulence event occurred a few seconds later, FA 2 was thrown almost to the ceiling and then onto an armrest, injuring her left arm. FA 2 had to remain on the cabin floor for the remainder of the flight due to her injuries. The flight crew declared an emergency and was given expedited vectors for landing. Paramedics met the airplane at the gate and FA 2 was transported to the hospital where she was diagnosed with a broken arm. FA 1 transported herself to the hospital after the flight and was examined and released with minor injuries.
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
- Turbulence encounter during enroute (descent) defining event
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Turbulence › Convective turbulence › Effect on personnel
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,018 hours in all; 1,778 in this make and model; 88 in the last 90 days; 20 in the last 30 days; 1,778 as pilot in command
- Last flight review: September 18, 2019
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,716 hours in all; 754 in this make and model; 93 in the last 90 days; 61 in the last 30 days
- Last flight review: December 15, 2018
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,973 hours
- Last inspection: approved inspection programme, May 6, 2020
- Maximum gross weight: 85,800 lb
- Seats: 81
- Landing gear: retractable
- Engine 1: General Electric CF-34-8E5 (turbofan); 10,138 hours total
- Engine 2: General Electric CF-34-8E5 (turbofan); 9,365 hours total
- Operator: Envoy Airlines
The flight
- Departed from: KELP El Paso TX at 7:30 pm
- Destination: KORD Chicago IL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 180° at 9 knots, gusting 16
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft; scat
- Temperature: 90°F (32°C), dew point 73°F (23°C)
- Altimeter: 29.78 inHg
- Observation at 5:15 pm from KJOT, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | 1 | ||
| Flig | 2 | |||
| Passengers | 61 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number DCA20CA122.