Canadair CL-600-2B19 incident near White Plains, New York, May 1, 2000
On May 1, 2000 at about 1:42 am local time, a Canadair CL-600-2B19, registered N924CA, suffered minor damage in an incident near White Plains, New York (White Plains airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 53 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 1, 2000 · about 1:42 am local time
- Place
- White Plains, New York · White Plains · map
- Type
- Incident
- Injuries
- No one was hurt; 53 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Canadair CL-600-2B19 CL-600-2B1 · all CL-600-2B19s on the register
- Registration
- N924CA · no longer on the register · serial 7026
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The pilots of the CRJ were conducting a visual approach at night. As the wing flaps were extended from 30 degrees, to 45 degrees, there was an uncommanded extension of the right wing flight spoiler. A roll to the right accompanied the extension, which was countered by the pilots. The airplane continued with the approach, landed uneventfully, and taxied to the gate. A post-flight inspection found the right wing flight spoiler extended about 10 degrees. Metallurgical examination revealed the outboard lug on the flight spoiler had failed due to fatigue. Fretting was found adjacent to the fatigue fracture. According to the METALS HANDBOOK, fatigue cracks can initiate in fretted area at levels of stress below what would be required for non-fretted areas.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,811 hours in all; 2,389 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,195 hours
- Last inspection: continuous airworthiness programme, November 10, 1998; 3,467 hours since
- Maximum gross weight: 51,000 lb
- Seats: 53
- Landing gear: retractable
- Engine: Ge CF34-3A1 (turbofan); 0 hours total
The flight
- Departed from: CVG Covington KY at 11:34 pm
- Destination: HPN
- Flight plan: IFR
- Runway 34, 6,548 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 360° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 15,000 ft
- Temperature: 52°F (11°C), dew point 16°F (-9°C)
- Altimeter: 30.00 inHg
- Observation at 1:45 am from HPN, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 50 |
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.