Bombardier INC DHC-8-202 and Embraer EMB-145XR incident near Cleveland, Ohio, June 26, 2009
On June 26, 2009 at about 12:56 pm local time, 2 aircraft, Bombardier INC DHC-8-202 (N375PH) and Embraer EMB-145XR (N24103), were involved in the same incident near Cleveland, Ohio (Cleveland/Hopkins Int'L Airpor airport). No one was hurt; 66 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The local controller did not visually scan the runways and ensure that the E145 had crossed runway 24L prior to issuing a takeoff clearance to the DH8, did not ensure separation between the two airplanes, and did not cancel takeoff clearance for the DH8 in a timely manner.
The local controller did not visually scan the runways and ensure that the E145 had crossed runway 24L prior to issuing a takeoff clearance to the DH8, did not ensure separation between the two airplanes, and did not cancel takeoff clearance for the DH8 in a timely manner.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 2009 · about 12:56 pm local time · cases in 2009
- Place
- Cleveland, Ohio · Cleveland/Hopkins Int'L Airpor · cases near this airport · map
- Type
- Incident
- Injuries
- No one was hurt; 66 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bombardier INC DHC-8-202
- Registration
- N375PH · not in the FAA's current or past register files · serial 529
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Embraer EMB-145XR · all EMB-145XRs on the register
- Registration
- N24103 · registry record · serial 145645
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Bombardier INC DHC-8-202 final · quoted from the NTSB record
On Friday, June 26, 2009, a runway incursion occurred at Cleveland /Hopkins International Airport (CLE), Cleveland, Ohio involving Continental Express (BTA) flight 2426, call sign BTA2426, an Embraer 145 and Commutair (UCA) flight 8717, a De Havilland Canada Dash 8-200 (DH8). The incident occurred during daylight visual conditions. At the time of the incident there was a developmental controller being monitored by a certified controller at the local control position. Continental Express (BTA) flight 2426, call sign BTA2426, an Embraer 145, aircraft number N24103 was on a scheduled part 121 flight from CLE to Kansas City International Airport (MCI), Kansas City, Missouri. BTA2426 had a crew of 3, which included the pilot, first officer, a flight attendant, and 40 passengers plus 1 lap child on board. Commutair (UCA) flight 8717, a De Havilland Canada Dash 8-200 (DH8), aircraft number N375PH was on a scheduled part 121 flight from CLE to Port Columbus International Airport (CMH) Columbus, Ohio. UCA8717 had a crew of 3 which included the pilot, first officer, a flight attendant and 19 passengers on board. At 0856, the developmental controller directed UCA8717 to taxi into position and hold on the approach end of runway 24L at CLE. BTA2426, taxied from spot 5 to runway 24R via taxiways J and S and was directed to hold short of runway 24L by the ground controller before being directed to monitor the tower local controller on frequency 120.9. Nineteen seconds after directing UCA8717 to taxi into position and hold, the developmental trainee directed BTA2426 to cross runway 24L and advised BTA2426 that UCA8717 was in position for departure. Twenty seconds after directing BTA2426 to cross runway 24L, the local control developmental trainee directed UCA8717 to fly runway heading and issued a takeoff clearance. BTA2426 had not yet crossed runway 24L. UCA8717 acknowledged the takeoff clearance followed by the controller directing another aircraft to taxi into position and hold runway 24L. BTA2426 immediately called the tower with “BTA2426 we’re holding short of 24L you gave a clearance to cross though”. The local control developmental trainee did not respond. There were no other transmissions on the local control frequency until BTA2426 transmitted 10 seconds later “you copy for BTA2426”. The local control developmental trainee responded with “BTA2426 just hold there please”. According to the pilots of UCA8717, the tower controller instructed them to taxi into position and hold on runway 24L. As the pilot was positioning his aircraft, he noticed that a Jetlink (BTA2426) aircraft was approaching the intersection of taxiway S and runway 24L when the pilot heard the tower direct BTA2426 to cross runway 24L. Shortly thereafter, the tower issued UCA8717 a takeoff clearance. Noticing that BTA2426 had not crossed the runway but was still able to do so, the pilot of UCA8717 planned to ask the local controller about BTA2426 when BTA2426 asked the tower, “I thought I was cleared to cross”. After a few seconds of silence, the pilot of UCA8717 heard BTA2426 state that he would hold short of the runway. After observing BTA2426 hold his position, the pilot of UCA8717 commenced his takeoff roll, after which BTA2426 crossed runway 24L at taxiway S. Eighteen seconds later, BTA2426 was directed to taxi across runway 24L and advised that traffic was holding in position. BTA2426 crossed runway 24L without incident. CLE was on a south flow configuration landing 24L departing runway 24L/R. Reported weather at CLE at 0851 EDT/1251 UTC was wind 270 degrees at 8 knots, visibility 10 statute miles, scattered clouds at 1,200 feet. The temperature was 24 degrees Celsius, dew point 21 degrees Celsius. The altimeter was 2980. ATCT staffing included 4 air traffic control specialist (ATCS); a controller-in-charge (CIC) combined at the flight data/clearance delivery position (FD/CD), 1 ground controller (GC), and a local controller (LC) combined on local control 1 and 2 positions as an on the job training instructor (OJTI) monitoring a LC developmental trainee.
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 EMB-145XR final · quoted from the NTSB record
On Friday, June 26, 2009, a runway incursion occurred at Cleveland /Hopkins International Airport (CLE), Cleveland, Ohio involving Continental Express (BTA) flight 2426, call sign BTA2426, an Embraer 145 and Commutair (UCA) flight 8717, a De Havilland Canada Dash 8-200 (DH8). The incident occurred during daylight visual conditions. At the time of the incident there was a developmental controller being monitored by a certified controller at the local control position. Continental Express (BTA) flight 2426, call sign BTA2426, an Embraer 145, aircraft number N24103 was on a scheduled part 121 flight from CLE to Kansas City International Airport (MCI), Kansas City, Missouri. BTA2426 had a crew of 3, which included the pilot, first officer, a flight attendant, and 40 passengers plus 1 lap child on board. Commutair (UCA) flight 8717, a De Havilland Canada Dash 8-200 (DH8), aircraft number N375PH was on a scheduled part 121 flight from CLE to Port Columbus International Airport (CMH) Columbus, Ohio. UCA8717 had a crew of 3 which included the pilot, first officer, a flight attendant and 19 passengers on board. At 0856, the developmental controller directed UCA8717 to taxi into position and hold on the approach end of runway 24L at CLE. BTA2426, taxied from spot 5 to runway 24R via taxiways J and S and was directed to hold short of runway 24L by the ground controller before being directed to monitor the tower local controller on frequency 120.9. Nineteen seconds after directing UCA8717 to taxi into position and hold, the developmental trainee directed BTA2426 to cross runway 24L and advised BTA2426 that UCA8717 was in position for departure. Twenty seconds after directing BTA2426 to cross runway 24L, the local control developmental trainee directed UCA8717 to fly runway heading and issued a takeoff clearance. BTA2426 had not yet crossed runway 24L. UCA8717 acknowledged the takeoff clearance followed by the controller directing another aircraft to taxi into position and hold runway 24L. BTA2426 immediately called the tower with “BTA2426 we’re holding short of 24L you gave a clearance to cross though”. The local control developmental trainee did not respond. There were no other transmissions on the local control frequency until BTA2426 transmitted 10 seconds later “you copy for BTA2426”. The local control developmental trainee responded with “BTA2426 just hold there please”. According to the pilots of UCA8717, the tower controller instructed them to taxi into position and hold on runway 24L. As the pilot was positioning his aircraft, he noticed that a Jetlink (BTA2426) aircraft was approaching the intersection of taxiway S and runway 24L when the pilot heard the tower direct BTA2426 to cross runway 24L. Shortly thereafter, the tower issued UCA8717 a takeoff clearance. Noticing that BTA2426 had not crossed the runway but was still able to do so, the pilot of UCA8717 planned to ask the local controller about BTA2426 when BTA2426 asked the tower, “I thought I was cleared to cross”. After a few seconds of silence, the pilot of UCA8717 heard BTA2426 state that he would hold short of the runway. After observing BTA2426 hold his position, the pilot of UCA8717 commenced his takeoff roll, after which BTA2426 crossed runway 24L at taxiway S. Eighteen seconds later, BTA2426 was directed to taxi across runway 24L and advised that traffic was holding in position. BTA2426 crossed runway 24L without incident. CLE was on a south flow configuration landing 24L departing runway 24L/R. Reported weather at CLE at 0851 EDT/1251 UTC was wind 270 degrees at 8 knots, visibility 10 statute miles, scattered clouds at 1,200 feet. The temperature was 24 degrees Celsius, dew point 21 degrees Celsius. The altimeter was 2980. ATCT staffing included 4 air traffic control specialist (ATCS); a controller-in-charge (CIC) combined at the flight data/clearance delivery position (FD/CD), 1 ground controller (GC), and a local controller (LC) combined on local control 1 and 2 positions as an on the job training instructor (OJTI) monitoring a LC developmental trainee.
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 DHC-8-202 from the NTSB's investigation tables, in plain English
What happened, in order
- Runway incursion veh/AC/person during takeoff defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action sequence › ATC personnel
- factor Personnel issues › Experience/knowledge › Training › Type/qual of instruct/training › ATC personnel
Crew member
No details recorded.
The aircraft
- Seats: 40
- Landing gear: fixed
- Engine 1: P&W Canada PW123 (turboprop); 0 hours total
- Engine 2: P&W Canada PW123 (turboprop); 0 hours total
- Operator: Continental Airlines INC
The flight
- Departed from: CLE Cleveland OH
- Destination: CMH Columbus OH
- Flight plan: IFR
- Runway 24L, 9,995 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 1,200 ft
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Observation at 12:51 pm from CLE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 3 | |||
| Passengers | 19 |
The factual record for the Embraer EMB-145XR 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 › Info processing/decision › Identification/recognition › ATC personnel
- factor Personnel issues › Experience/knowledge › Training › Type/qual of instruct/training › ATC personnel
The aircraft
- Seats: 55
- Landing gear: fixed
- Engine 1: Rolls-Royc AE3007 SER (turbofan); 0 hours total
- Engine 2: Rolls-Royc AE3007 SER (turbofan); 0 hours total
- Operator: Continental Airlines INC
The flight
- Departed from: CLE Cleveland OH at 12:56 pm
- Destination: MCI Kansas City MO
- Flight plan: IFR
- Runway 24L, 9,955 ft by 150 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 41 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Connections how this case links to the rest of the register
Aircraft
- N24103 on the register today · the tail number may have moved to another aircraft since
- Embraer EMB-145 ERJ 145 313 registered today · the model family and its accident history
- Embraer 663 aircraft on the register
- Engine: P&W Canada PW123 14 aircraft carry this series today · as the NTSB recorded it
- Engine: P&W Canada PW123 14 aircraft carry this series today · as the NTSB recorded it
Place
- Cleveland-Hopkins International · nearest airport
- John Glenn Columbus International · bound for
- Kansas City International · bound for
- Accidents and incidents in Ohio 1,877 since 1982 · 246 in the last ten years
- Ohio 8,530 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/OPS09IA009.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.