Bombardier CL600 2D24 incident near John F. Kennedy International Airport, New York, September 26, 2010
On September 26, 2010, a Bombardier CL600 2D24, registered N133EV, suffered minor damage in an incident during landing near John F. Kennedy International Airport, New York (John F. Kennedy International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The probable cause of the incident was the restriction of the right main landing gear door against the fuselage wheel well body fairing which prevented the extension of the right main landing gear.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 2010
- Place
- John F. Kennedy International Airport, New York · John F. Kennedy International · map
- Type
- Incident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier CL600 2D24 900 · all CL600 2D24s on the register
- Registration
- N133EV · registry record · serial 15222
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The right main landing gear door was found restricted against the fuselage wheel well body fairing. During a test gear swing following the incident, the door jammed again. According to the manufacturer, if improperly positioned, the door seal could wear and eventually cause the door to become jammed against the fairing and prevent extension of the main landing gear.
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
- Landing gear not configured during landing defining event
- Abnormal runway contact during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Malfunction
The aircraft
- Airframe total time: 4,047 hours
- Last inspection: approved inspection programme
- Maximum gross weight: 85,000 lb
- Seats: 80
- Landing gear: retractable
- Engine 1: Ge CF 34-8C5 (turbojet); 4,046 hours total
- Engine 2: Ge CF 34-8C5 (turbojet); 4,046 hours total
- Operator: Atlantic Southeast Airlines Inc
The flight
- Departed from: ATL Atlanta GA at 9:47 pm
- Destination: HPN White Plains NY
- Flight plan: IFR
- Runway 31R, 10,000 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 320° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 48°F (9°C)
- Altimeter: 29.81 inHg
- Observation at 11:51 pm from JFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 4 |
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.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 ENG10IA053.