# Incident 20230707009839I: Bombardier Inc CL-600-2D24, New York, NY, July 7, 2023

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: July 7, 2023, 08:10 local time
- Place: New York, NY
- Airport: La Guardia
- Damage: No damage
- Phase of flight: Landing: Approach
- Operating rules: Air carrier (Part 121)
- Operator: REXA
- Location: 40.7772° N, 73.8726° W: Placed by OpenAirDocs at LAGUARDIA (LGA), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=40.7772&lon=-73.8726&mi=10
- Aircraft: N480PX, registered now (https://openairdocs.org/aircraft/N480PX) (OpenAirDocs)
- Registry model: Bombardier CL-600-2D24 (registry code 1390016, https://openairdocs.org/model/bombardier-cl-600-2d24) (OpenAirDocs)
- Registry engine: GE CF34-8C5 (registry code 30050, https://openairdocs.org/engine/ge-cf34-8c5) (OpenAirDocs)
- Reported make and model: BOMBARDIER INC CL-600-2D24
- Reported engine: GE CF34-8C5
- People aboard: 65
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport
- Pilot flight hours: 22,363 total
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20230707009839I

## Narrative

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

THE FLIGHT WAS GETTING VECTORS FOR A DOWNWIND WHEN ATC GAVE THEM A TURN INBOUND AND DESCENT TO 3000 FEET FOR THE ARRIVAL. THE FIRST OFFICER WAS THE FLYING PILOT, AND THE CAPTAIN WAS THE PILOT MONITORING AND LOOKING FOR TRAFFIC. THE FIRST OFFICER (FO) DID NOT HEAR THE CAPTAIN RESPOND TO THE NEXT ATC CALL, SO PER COMPANY PROCEDURES THE FO RESPONDED TO ATC. THEN THE FO LOOKED OVER AT THE CAPTAIN, WHO WAS LEANING BACK AND COMPLETELY OUT. THE FO SHOOK THE SHOULDER OF THE CAPTAIN AND MOVED THE CAPTAIN’S SUNGLASSES BUT THERE WAS NO RESPONSE FROM THE CAPTAIN. THE FO DECLARED AN EMERGENCY. THEIR FLIGHT WAS IN SEQUENCE AND ATC CLEARED THEM FOR THE APPROACH AND TOLD THEM TO CONTACT THE TOWER. THE FO MISSED RESPONDING TO THAT CALL AND DID NOT TRANSFER TO TOWER. AT ABOUT 2000 FEET THE CAPTAIN BECAME ALERT. THE FIRST OFFICER ASKED THE CAPTAIN, "ARE YOU OKAY'" THE CAPTAIN CONTINUED THE PILOT MONITORING DUTIES AND BOTH PILOTS FOLLOWED COMPANY STANDARD OPERATING PROCEDURES AS THE FLIGHT WAS COMPLETED AND CONTINUED TO THE GATE. THEY HAD A NORMAL LANDING BY THE FO AND THE CAPTAIN TAXIED THE AIRCRAFT TO THE GATE AREA. AT THE GATE EMS AND COMPANY CHIEF PILOTS MET THE AIRCRAFT. AFTER THE PASSENGERS DEPLANED, THE CAPTAIN WAS TAKEN BY EMTS TO THE HOSPITAL EMERGENCY ROOM FOR EVALUATION. THE FO AND FLIGHT ATTENDANTS WERE RELEASED FROM DUTY THAT DAY.

BOTH THE CAPTAIN AND FIRST OFFICER HAVE FILED ASAP REPORTS THAT WERE ACCEPTED BY THE ERC. THE FIRST OFFICER RECEIVED COUNSELING IN REGARD TO THE OMISSION OF CONTACTING THE TOWER FOR LANDING CLEARANCE. THE ERC DETERMINED THAT THE FO DID A GOOD JOB FLYING THE AIRCRAFT AND FOLLOWING COMPANY PROCEDURES AND DEALING WITH THE EMERGENCY MEDICAL. THE ERC THEN CLOSED THE FIRST OFFICER REPORT.

ACCORDING TO THE ERC THE CAPTAIN WILL FOLLOW THE MEDICAL PROTOCOL BY THE FAA.

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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