Bombardier INC CL-600-2B1 incident near Atlanta, Georgia, June 11, 2009
On June 11, 2009 at about 10:40 pm local time, a Bombardier INC CL-600-2B1, registered N857AS, suffered minor damage in an incident during landing (flare/touchdown) near Atlanta, Georgia (Hartsfield Jackson Atl Inter.). It was flown under scheduled airline rules (Part 121). No one was hurt; 22 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the left main landing gear to extend due to high levels of particulate contamination in the hydraulic fluid.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2009 · about 10:40 pm local time
- Place
- Atlanta, Georgia · Hartsfield Jackson Atl Inter. · map
- Type
- Incident
- Injuries
- No one was hurt; 22 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bombardier INC CL-600-2B1
- Registration
- N857AS · no longer on the register · serial 7411
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
While configuring the airplane for landing, the left main landing gear light indicated that it was not down and locked. The flight crew accomplished the landing gear abnormal procedures, including recycling the landing gear once. The left main gear continued to indicate unsafe, and the captain landed the airplane. After touching down on the right main and the nose gear, the captain used right aileron to keep the left wing up as long as possible. The left wing eventually dropped to the runway and the airplane came to a stop at the runway’s left edge. During recovery of the airplane, the left main gear was partially extended, and no physical obstructions were observed that would prevent the gear from extending. Loosening a hydraulic line to the left main gear actuator allowed the gear to fall into the extended and locked position. The airplane was examined and the landing gear was cycled numerous times using the normal and alternate extension methods. The examination failed to duplicate the incident conditions; the gear extended and retracted normally without hesitation or binding. All major components of the main landing gear system, including the left main landing gear, left gear door, hydraulic pumps, valves and actuators were examined at the manufacturers’ facilities. Although some minor anomalies were noted, no evidence was found to explain the failure of the gear to extend. Analysis of fluid from the numbers 2 and 3 hydraulic systems revealed that the fluid exceeded the maximum particle contamination limits. The system 3 sample also contained metallic particles. Hydraulic system 3 powers gear extension and retraction. After the incident, the operator enhanced its maintenance procedures for testing hydraulic fluid to include contamination. The operator also added verbiage to its pilot procedures to further explain that, in certain cases, it is appropriate to make several attempts at normal gear extension and provided more explanation and guidance regarding the use of the back-up (freefall) system.
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 collapse during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Malfunction
- cause Aircraft › Fluids/misc hardware › Fluids › Hydraulic fluid › Fluid condition
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,200 hours in all; 2,101 in this make and model; 88 in the last 90 days; 20 in the last 30 days; 88 as pilot in command
- Last flight review: April 16, 2009
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,700 hours in all; 929 in this make and model; 221 in the last 90 days; 88 in the last 30 days
- Last flight review: March 19, 2009
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 22,266 hours
- Last inspection: continuous airworthiness programme, June 1, 2009
- Maximum gross weight: 53,250 lb
- Seats: 55
- Landing gear: retractable
- Engine 1: Ge CF34 SERIES (turbofan); 0 hours total
- Engine 2: Ge CF34 SERIES (turbofan); 0 hours total
- Operator: Atlantic Southeast Airlines
The flight
- Departed from: CSG Columbus GA at 9:25 pm
- Destination: ATL Atlanta GA
- Flight plan: IFR
- Runway 27R, 11,890 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 3,500 ft
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 29.87 inHg
- Observation at 10:52 pm from ATL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 21 |
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.
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.