Learjet 60 and Embraer 145 incident near Chicago, Illinois, July 21, 2008
On July 21, 2008 at about 5:47 pm local time, 2 aircraft, Learjet 60 (N252RP) and Embraer 145 (N672AE), were involved in the same incident near Chicago, Illinois (Chicago O'Hare Intl airport). No one was hurt; 50 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The LC-10 controller's failure to ensure the appropriate separation between two airplanes operating on runways where flight paths intersect.
The LC-10 controller's failure to ensure the appropriate separation between two airplanes operating on runways where flight paths intersect.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2008 · about 5:47 pm local time
- Place
- Chicago, Illinois · Chicago O'Hare Intl · map
- Type
- Incident
- Injuries
- No one was hurt; 50 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Learjet 60 · all 60s on the register
- Registration
- N252RP · no longer on the register · serial 235
- Damage
- Not recorded
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
- Aircraft 2
- Embraer 145
- Registration
- N672AE · registry record
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Learjet 60 final · quoted from the NTSB record
On July 21, 2008, at approximately 1247 p.m. central daylight time (CDT), an incident occurred at the Chicago O'Hare International Airport (KORD), Chicago, Illinois, involving American Eagle flight 4298, an Embraer Regional Jet 145 (E145), and N252RP, a Learjet 60 (LJ60). According to the Federal Aviation Administration (FAA), the E145 was departing runway 32L and the LJ60 was landing runway 9R. The flight path for the arriving airplane passes over the flight path of the departing airplane from runway 32L. The ORD north local monitor for the north local controller observed the incident developing and instructed the north local controller to send the LJ60 around on runway 9R. The departing E-145 on runway 32L was instructed by the LC-10 controller to stay low on their departure. At 2045 CDT, ORD facility management notified the Federal Aviation Administration that according to ground radar (ASDE-X) analysis and radar replay, the LJ60 passed 325 feet above and slightly behind the departing E145.
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 Embraer 145 final · quoted from the NTSB record
On July 22, 2008, at 1247 central daylight time, American Eagle flight 4298 (EGF298), N624AE, an Embraer Regional Jet 145 (E145), was departing runway 32 left (32L) when it conflicted with N252RP, a Learjet 60 (LJ60) landing runway 9 right (9R) at Chicago O'Hare International Airport (ORD), Chicago, Illinois. The Federal Aviation Administration (FAA) preliminary operational error report stated that the vertical separation between the two airplanes was approximately 200 feet. The E145 was a scheduled airline passenger flight operating under 14 Code of Federal Regulations (CFR) Part 121. The LJ60 was a business flight operating under 14 CFR Part 91. Both flights were operating on instrument flight rules flight plans. There were no injuries to the occupants and there was no damage to either airplane. Day visual meteorological conditions prevailed at the time of the incident.
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 Learjet 60 from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during approach (IFR missed approach)
- Near midair/TCAS alert/loss of separation during approach (IFR missed approach) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › ATC personnel
Crew member
- Seat: left
- Injury: no injuries
Crew member
- Seat: rgt
- Injury: no injuries
The aircraft
- Landing gear: fixed
- Engine: P&W Canada 305 SERIES; 0 hours total
The flight
- Departed from: AGS Augusta GA at 4:03 pm
- Destination: ORD Chicago IL
- Flight plan: IFR
- Runway 9R, 7,967 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 3,800 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 29.92 inHg
- Observation at 4:51 pm from KORD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 2 |
The factual record for the Embraer 145 from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during taxi (from runway)
- Near midair/TCAS alert/loss of separation during initial climb defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › ATC personnel
The aircraft
- Landing gear: fixed
The flight
- Departed from: KORD Chicago IL at 12:45 pm
- Destination: PIA Peroia IL
- Flight plan: IFR
- Runway 32L, 13,000 ft by 200 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 43 |
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.