Bombardier, Inc. CL-600-2C10 and Bombardier, Inc. CL-600-2B19 accident near Charlotte, North Carolina, June 28, 2008
On June 28, 2008 at about 10:15 pm local time, 2 aircraft, Bombardier, Inc. CL-600-2C10 (N725PS) and Bombardier, Inc. CL-600-2B19 (N228PS), were involved in the same accident near Charlotte, North Carolina (Charlotte-Douglas airport). No one was hurt; 112 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The tugdriver and wing walker's lack of communication and the tugdriver's failure to properly monitor the wing walker. Contributing to the accident was the lightning in the vicinity of the airport, which resulted in the ground crewmembers not wearing headsets.
The tugdriver and wing walker's lack of communication and the tugdriver's failure to properly monitor the wing walker. Contributing to the accident was the lightning in the vicinity of the airport, which resulted in the ground crewmembers not wearing headsets.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2008 · about 10:15 pm local time
- Place
- Charlotte, North Carolina · Charlotte-Douglas · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 112 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bombardier, Inc. CL-600-2C10
- Registration
- N725PS · registry record · serial 10186
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Bombardier, Inc. CL-600-2B19
- Registration
- N228PS · registry record · serial 7897
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Bombardier, Inc. CL-600-2C10 final · quoted from the NTSB record
A CRJ 200 had completed the pushback process and was waiting for taxi clearance. A CRJ 700 was being pushed back from another gate, with a wing walker stationed at the left wing. The wing walker was aware of the CRJ 200, and when the pushback commenced, he believed that the tugdriver was only going to pushback the airplane about 10 feet. As the tugdriver continued to push the airplane past 10 feet, the wing walker signaled the tugdriver to stop. Witnesses observed the wing walker signaling the tugdriver to stop as the tugdriver continued to push the airplane. The tail section of the CRJ 700 struck the tail section of the CRJ 200, which resulted in substantial damage to the empennages of both airplanes. Due to lightning in the vicinity of airport, ground crewmembers were not using headsets.
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 NTSB's narrative for the Bombardier, Inc. CL-600-2B19 final · quoted from the NTSB record
A CRJ 200 had completed the pushback process and was waiting for taxi clearance. A CRJ 700 was being pushed back from another gate, with a wing walker stationed at the left wing. The wing walker was aware of the CRJ 200, and when the pushback commenced, he believed that the tugdriver was only going to pushback the airplane about 10 feet. As the tugdriver continued to push the airplane past 10 feet, the wing walker signaled the tugdriver to stop. Witnesses observed the wing walker signaling the tugdriver to stop as the tugdriver continued to push the airplane. The tail section of the CRJ 700 struck the tail section of the CRJ 200, which resulted in substantial damage to the empennages of both airplanes. Due to lightning in the vicinity of airport, ground crewmembers were not using headsets.
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 for the Bombardier, Inc. CL-600-2C10 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground handling event during pushback/towing defining event
The NTSB's findings
- cause Personnel issues › Task performance › Communication (personnel) › Lack of communication › Ground crew
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Ground crew
- factor Environmental issues › Conditions/weather/phenomena › Convective weather › Lightning › Effect on operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,316 hours in all; 226 in the last 90 days; 76 in the last 30 days; 2,393 as pilot in command
- Last flight review: May 7, 2008
- 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: 177 hours in all; 86 in the last 90 days; 46 in the last 30 days
- Last flight review: January 19, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 9,011 hours
- Last inspection: continuous airworthiness programme, June 26, 2008
- Maximum gross weight: 44,998 lb
- Seats: 75
- Landing gear: retractable
- Engine 1: Ge CF34-8C5B1 (turbofan); 0 hours total
- Engine 2: Ge CF34-8C5B1 (turbofan); 0 hours total
- Operator: Psa Airlines Inc.
The flight
- Departed from: CLT Charlotte NC
- Destination: IAD Dulles VA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 168° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 1,000 ft
- Temperature: 77°F (25°C), dew point 68°F (20°C)
- Altimeter: 29.98 inHg
- Observation at 10:52 pm from CLT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 2 | |||
| Flight crew | 2 | |||
| Passengers | 60 |
The factual record for the Bombardier, Inc. CL-600-2B19 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground handling event during standing defining event
The NTSB's findings
- cause Personnel issues › Task performance › Communication (personnel) › Lack of communication › Ground crew
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Ground crew
- factor Environmental issues › Conditions/weather/phenomena › Convective weather › Lightning › Effect on operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,595 hours in all; 122 in the last 90 days; 25 in the last 30 days; 87 as pilot in command
- Last flight review: March 23, 2008
- 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: 430 hours in all; 207 in the last 90 days; 46 in the last 30 days
- Last flight review: November 2, 2007
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,544 hours
- Last inspection: continuous airworthiness programme, June 26, 2008
- Maximum gross weight: 53,250 lb
- Seats: 54
- Landing gear: retractable
- Engine 1: Ge CF34-3B1 (turbofan); 0 hours total
- Engine 2: Ge CF34-3B1 (turbofan); 0 hours total
- Operator: Psa Airlines INC
The flight
- Departed from: CLT Charlotte NC
- Destination: FAY Fayetteville NC
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 45 |
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.