Embraer EMB-145LR and Bombardier INC CL-600-2B19 incident near Chicago, Illinois, May 16, 2011
On May 16, 2011 at about 2:34 pm local time, 2 aircraft, Embraer EMB-145LR (N15574) and Bombardier INC CL-600-2B19 (N905SW), were involved in the same incident near Chicago, Illinois (Chicago O’Hare International airport). No one was hurt; 63 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The air traffic controller’s failure to adhere to runway separation requirements and his issuance of an improper takeoff clearance. Contributing to the incident was the controller's failure to recall that there was an arrival inbound to a crossing runway.
The air traffic controller’s failure to adhere to runway separation requirements and his issuance of an improper takeoff clearance. Contributing to the incident was the controller's failure to recall that there was an arrival inbound to a crossing runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 2011 · about 2:34 pm local time
- Place
- Chicago, Illinois · Chicago O’Hare International
- Type
- Incident
- Injuries
- No one was hurt; 63 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Embraer EMB-145LR · all EMB-145LRs on the register
- Registration
- N15574 · no longer on the register · serial 145639
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Bombardier INC CL-600-2B19
- Registration
- N905SW · no longer on the register · serial 7437
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Embraer EMB-145LR final · quoted from the NTSB record
A near-midair collision occurred between a Bombardier CRJ2 landing on runway 9R and an Embraer ERJ-145 regional jet departing from runway 32L. The CRJ2 passed 480 feet behind and 275 feet above the ERJ-145. According to the tower air traffic controller responsible for operations on runway 32L, he scanned the final approach course for runway 9R to look for conflicting traffic and saw the approaching CRJ2. However, he then forgot about the arrival and cleared the ERJ-145 for takeoff. The controller was unable to provide any explanation for the lapse. The airport was not equipped with automated assistance for detecting conflicts between departures and arrivals on crossing runways such as these.
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 near-midair collision occurred between a Bombardier CRJ2 landing on runway 9R and an Embraer ERJ-145 regional jet departing from runway 32L. The CRJ2 passed 480 feet behind and 275 feet above the ERJ-145. According to the tower air traffic controller responsible for operations on runway 32L, he scanned the final approach course for runway 9R to look for conflicting traffic and saw the approaching CRJ2. However, he then forgot about the arrival and cleared the ERJ-145 for takeoff. The controller was unable to provide any explanation for the lapse. The airport was not equipped with automated assistance for detecting conflicts between departures and arrivals on crossing runways such as these.
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 Embraer EMB-145LR from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during takeoff defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › ATC personnel
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › ATC personnel
The aircraft
- Seats: 55
- Landing gear: retractable
- Engine 1: (turbofan); 0 hours total
- Engine 2: (turbofan); 0 hours total
The flight
- Departed from: KORD Chicago IL
- Destination: KBUF Buffalo NY
- Flight plan: IFR
- Runway 32L, 9,685 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 12 knots, gusting 21
- Visibility: 10 statute miles
- Sky: a few clouds at 25,000 ft
- Temperature: 48°F (9°C), dew point 34°F (1°C)
- Altimeter: 30.02 inHg
- Observation at 1:51 pm from KORD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 49 |
The factual record for the Bombardier INC CL-600-2B19 from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during approach defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › ATC personnel
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › ATC personnel
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: KMKG Muskegon County MI
- Destination: KORD Chicago IL
- Flight plan: IFR
- Runway 09R, 7,967 ft by 150 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 8 |
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.