# Incident 20001226041509I: Cndair CL6002B19, Hebron, KY, December 26, 2000

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: December 26, 2000, 17:29 local time
- Place: Hebron, KY
- Damage: Minor damage
- Phase of flight: Climb
- Operating rules: Air carrier (Part 121)
- Operator: COMA
- Location: 39.0802° N, 84.6999° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=39.0802&lon=-84.6999&mi=10
- Aircraft: N729CA, a cancelled registration (https://openairdocs.org/deregistered/N729CA-2012-11-08) (OpenAirDocs)
- Registry model: Bombardier CL-600-2B19 (registry code 1390008, https://openairdocs.org/model/bombardier-cl-600-2b19) (OpenAirDocs)
- Registry engine: GE CF34 series (registry code 30015, https://openairdocs.org/engine/ge-cf34-series) (OpenAirDocs)
- Reported make and model: CNDAIR CL6002B19
- People aboard: 53
- Fatal injuries: 0
- Pilot flight hours: 15,734 total
- NTSB investigation: [NTSB MIA01IA051](https://openairdocs.org/ntsb/MIA01IA051) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20001226041509I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(.4) WHILE CLIMBING THROUGH 20,000 FEET IN VISUAL METEOROLOGICAL CONDITIONS, THE CAPTAIN'S WINDSHIELD "SHATTERED." THE CAPTAIN DID NOT DECLARE AN EMERGENCY; THE FLIGHT RETURNED TO THE DEPARTURE AIRPORT AND LANDED UNEVENTFULLY. THE DAMAGED WINDSHIELD (PPG PART NUMBER NP 139321-5, S/N 99018H7134) WAS REMOVED FROM THE AIRPLANE AND INITIAL EXAMINATION REVEALED THAT THE CENTER PLY WAS FAILED. THE WINDOW WAS FURTHER EXAMINED IN THE PRESENCE OF REPRESENTATIVES OF THE NTSB, FAA, BOMBARDIER, AND PPG, AT ONE PPG'S FACILITIES. A REPORT OF THE DAMAGED WINDSHIELD PREPARED BY PPG INDICATES, "THE FRACTURE ORIGINATED 0.20 INCH FROM THE BOTTOM EDGE AND 3.8 INCHES FROM THE CENTER OF THE FORWARD CORNER. THE ORIGIN OF THE FRACTURE WAS A PEEL CHIP THAT DEVELOPED ON THE OUTBOARD SURFACE IN THE BOTTOM FORWARD CORNER AREA. THE INITIATION POINT OF THE PEEL CHIP DAMAGE WAS LOCATED 0.115 INCH FROM THE INNER EDGE OF THE TEFLON TAPE AND 0.325 INCH FROM THE GLASS EDGE." THE REPORT ALSO INDICATES THAT EXAMINATION OF THE PEEL CHIP USING A MICROSCOPE, "...DID NOT REVEAL ANY SURFACE DAMAGE AT THE PEEL CHIP INITIATION POINT, NOR WAS THERE ANY INDICATION OF MANUFACTURING DEFECTS." NO DISCREPANCIES WERE NOTED WITH THEANTI-ICE HEATING SYSTEM AND SENSING ELEMENTS. OPTICAL DISTORTION CHECK OF THE DAMAGED WINDOW WAS PERFORMED WHICH REVEALED, "THERE WAS NO SLOPE-LINE DISTORTION APPARENT IN THE CRITICAL VISION AREA. HOWEVER, FACILITIES WERE NOT AVAILABLE TO PERFORM A QUANTITATIVE DISTORTION EVALUATION." RESIDUAL VISIBILITY EXAMINATION COULD NOT BE PERFORMED DUE TO THE ABSENCE OF A STANDARD AND PRESCRIBED METHOD OF EVALUATION. MANUFACTURING OF WINDSHIELD S/N 99018H7134 WAS COMPLETED ON JANUARY 18, 1999; THE WINDOW WAS INSTALLED IN THE INCIDENT AIRPLANE BY COMAIR MAINTENANCE PERSONNEL ON MARCH 27, 1999, TO REPLACE THE PREVIOUS WINDOW WHICH "SHATTERED WHILE SITTING AT GATE POWER OFF." THE INCIDENT WINDOW HAD ACCUMULATED A REPORTED 4,422.8 HOURS AND 4,526 CYCLES AT THE TIME OF FAILURE.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB MIA01IA051](https://openairdocs.org/ntsb/MIA01IA051), Dec 26, 2000: Canadair CL-600-2B19 (N729CA), Hebron, KY, incident, no damage. Probable cause: The inadequate design of the flight compartment windshield by the windshield manufacturer resulting in cracking of the center ply.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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