Bombardier INC CL-600-2B1 and Pilatus PC12 incident near Charlotte, North Carolina, May 29, 2009
On May 29, 2009 at about 2:17 pm local time, 2 aircraft, Bombardier INC CL-600-2B1 (N257PS) and Pilatus PC12 (N409DR), were involved in the same incident near Charlotte, North Carolina (Charlotte/Douglas Internationa airport). The NTSB record does not give the injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Charlotte local control east controller's failure to ensure that the runway was clear prior to authorizing N409DR to enter the runway.
The Charlotte local control east controller's failure to ensure that the runway was clear prior to authorizing N409DR to enter the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 29, 2009 · about 2:17 pm local time
- Place
- Charlotte, North Carolina · Charlotte/Douglas Internationa · map
- Type
- Incident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bombardier INC CL-600-2B1
- Registration
- N257PS · no longer on the register · serial 7939
- Damage
- Not recorded
- Flight
- Flight · charter and air-taxi rules (Part 135)
- Aircraft 2
- Pilatus PC12 · all PC12s on the register
- Registration
- N409DR · no longer on the register
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Bombardier INC CL-600-2B1 final · quoted from the NTSB record
The controller cleared PSA Airlines (JIA) flight 390, a CRJ-200, for takeoff on runway 18L. N409DR, Pilatus PC-12, was waiting to depart Runway 18L at intersection A. As required, the ground controller had written on the flight progress strip and verbally coordinated with the local controller that N409DR was requesting an intersection departure off Runway 18L at taxiway A; however; the local controller forgot about the intersection and instructed N409DR to taxi into position and hold on Runway 18L. JIA390 had already begun departure roll and had rolled approximately 1,600 feet as N409DR taxied onto the runway. The ASDE-X alerted, and as JIA390 began to slow the controller canceled the takeoff clearance. N409DR had pulled to the side of the runway when the pilot recognized what was happening. According to the Federal Aviation Administration, JIA390 stopped approximately 10 feet from N409DR. At the time of the incident the weather was visual flight rules with 9 miles visibility.
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 Pilatus PC12 final · quoted from the NTSB record
The controller cleared PSA Airlines (JIA) flight 390, a CRJ-200, for takeoff on runway 18L. N409DR, Pilatus PC-12, was waiting to depart Runway 18L at intersection A. As required, the ground controller had written on the flight progress strip and verbally coordinated with the local controller that N409DR was requesting an intersection departure off Runway 18L at taxiway A; however; the local controller forgot about the intersection and instructed N409DR to taxi into position and hold on Runway 18L. JIA390 had already begun departure roll and had rolled approximately 1,600 feet as N409DR taxied onto the runway. The ASDE-X alerted, and as JIA390 began to slow the controller canceled the takeoff clearance. N409DR had pulled to the side of the runway when the pilot recognized what was happening. According to the Federal Aviation Administration, JIA390 stopped approximately 10 feet from N409DR. At the time of the incident the weather was visual flight rules with 9 miles visibility.
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-600-2B1 from the NTSB's investigation tables, in plain English
What happened, in order
- Runway incursion veh/AC/person during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › (general) › ATC personnel
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › ATC personnel
Crew member
No details recorded.
The aircraft
- Seats: 55
- Landing gear: fixed
- Engine 1: Ge CF34 SERIES (turbofan); 0 hours total
- Engine 2: Ge CF34 SERIES (turbofan); 0 hours total
The flight
- Departed from: CLT Charlotte NC
- Destination: CLT Charlotte NC
- Flight plan: IFR
- Runway 18L, 8,676 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 8 knots
- Visibility: 9 statute miles
- Sky: a few clouds at 1,500 ft
- Temperature: 73°F (23°C), dew point 66°F (19°C)
- Observation at 1:52 pm from CLT
The factual record for the Pilatus PC12 from the NTSB's investigation tables, in plain English
What happened, in order
- Runway incursion veh/AC/person during taxi (into takeoff position) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › ATC personnel
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › ATC personnel
The aircraft
- Landing gear: fixed
The flight
- Departed from: CLT Charlotte NC
- Destination: KEWN New Bern Craven NC
- Flight plan: IFR
- Runway 18L, 8,676 ft by 150 ft
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.