Canadair CL 600 incident near Nacogdoches, Texas, October 17, 1994
On October 17, 1994 at about 1:51 am local time, a Canadair CL 600, registered N600RE, suffered minor damage in an incident near Nacogdoches, Texas. It was a business flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE FLIGHT CREW'S IMPROPER USE OF THE ANTI-ICE SYSTEM, WHICH RESULTED IN ENGINE ICE, SUBSEQUENT ICE INGESTION, AND ENGINE FLAMEOUT. FACTORS RELATED TO THE ACCIDENT WERE: FAILURE OF THE FLIGHT CREW TO FOLLOW THE CHECKLIST PROCEDURES AFTER FLIGHT INTO ADVERSE WEATHER CONDITIONS, AND THE AIRCREW'S LACK OF FAMILIARITY WITH THE AIRCRAFT REGARDING FLIGHT IN ICING C0NDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 17, 1994 · about 1:51 am local time
- Place
- Nacogdoches, Texas · map
- Type
- Incident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Canadair CL 600 · all CL 600s on the register
- Registration
- N600RE · registry record · serial 1079
- Damage
- Minor damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING FLIGHT AT FL370, THE AIRPLANE ENTERED A CLOUD LAYER AND ENCOUNTERED TURBULENCE. A DESCENT WAS MADE TO FL330. AS POWER WAS BEING APPLIED FOR LEVEL OFF AT FL330, THE N1 INDICATION DID NOT RESPOND. AT FL310 THE #1 ENGINE FLAMED OUT. WEATHER INCLUDED ICE CRYSTALS, THUNDERSTORM OUTFLOW, AND TURBULENCE. DURING AN ATTEMPTED CROSS BLEED AIR START, THE #2 ENGINE FLAMED OUT. WITH THE AIR DRIVEN GENERATOR (ADG) DEPLOYED, THE CREW WAS SUCCESSFUL WITH AN APU ASSISTED START. BOTH ENGINES WERE STABILIZED BY 5000 FEET, AND THE FLIGHT LANDED SAFELY. INTERVIEWS AND INFORMATION FROM THE CVR REVEALED THAT THE CREW DID NOT CALL FOR THE EMERGENCY CHECKLIST AND THAT THEY LACKED KNOWLEDGE OF THE AIRPLANE SYSTEMS. AS THE CREW RECOGNIZED THE INITIAL POWER LOSS, THE CAPTAIN ASKED THE FIRST OFFICER IF HE HAD TURNED ON ENGINE ANTI-ICE. HE REPLIED THAT HE HAD NOT. THE CREW HAD NOT ATTENDED A FORMAL TRAINING COURSE FOR THE CL 600. THE CAPTAIN AND COPILOT RECEIVED TYPE RATINGS FROM A DESIGNATED PILOT EXAMINER (DPE) IN MAY AND MARCH 1994, RESPECTIVELY. TESTS OF THE FUEL CONTROL UNITS REVEALED DISCREPANCIES IN THE START AND ACCELERATION SCHEDULES; HOWEVER, NO DISCREPANCIES WERE FOUND THAT WOULD HAVE CONTRIBUTED TO THE FLAMEOUTS.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,303 hours in all; 350 in this make and model; 120 in the last 90 days; 70 in the last 30 days; 3,860 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,524 hours
- Last inspection: approved inspection programme, July 29, 1994; 120 hours since
- Maximum gross weight: 41,400 lb
- Seats: 15
- Landing gear: retractable
- Engine: Lycoming ALF-502-L2 (turbofan); 0 hours total
- Operator: Affiliated Health Services INC
The flight
- Departed from: TUS Tucson AZ
- Destination: SHV Shreveport LA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 090° at 10 knots, gusting 16
- Visibility: 1 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 2:50 am from LFT, 42 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 2 |
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.