# NTSB CEN09LA088: Bombardier CL-600-2B16, N573BA, Gary, IN, December 14, 2008 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 14, 2008, 14:45 local (20:45 UTC) - Place: Gary, IN - Coordinates: 41.616111, -87.41278 - Nearby events: https://openairdocs.org/map.md?lat=41.6161&lon=-87.4128&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report June 11, 2009 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA South Bend FSDO, The Boeing Company - NTSB case key (mKey): 69568 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN09LA088 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/69568/pdf - Page: https://openairdocs.org/ntsb/CEN09LA088 ## Probable cause The pilot's excessive airspeed and improper flare while landing in gusting winds. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Ability to respond/compensate (probable cause); cases with it: [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The pilot flying the airplane reported that during the approach to Runway 12, he called for the flaps to be set to "Flaps 30" instead of the normal "Flaps 45" due to the strong crosswinds. The airspeed was "bugged" at 150 knots to account for the Vref corrections for the reduced flap setting, winds, and gusts. When the airplane was on the approach about 1.5 miles from the runway, air traffic control reported the winds as 170 degrees at 18 knots gusting to 32 knots. During the flare, the pilot took out the crab angle and slipped the airplane to maintain runway centerline. He reported that he felt like the airplane would not come down during the flare, and he applied forward pressure to the yoke. While holding the forward pressure, the airplane's nose dropped to the runway with the nose gear hitting the runway first, followed by the main landing gear. The airplane bounced and became airborne. He immediately applied go-around thrust and stowed the spoilers that he had instinctively deployed during the landing. An uneventful landing was made using "Flaps 45" at an alternate airport. The inspection of the airplane revealed no preexisting anomalies that would have precluded normal flight. A review of the airplane's flight data indicated that the airplane touched down at 154 knots. The Vref speed for a normal "Flaps 45" landing was 120 knots. According to the Bombardier Quick Reference Handbook (QRH) abnormal procedures section, the appropriate airspeed additive was 7 knots for a "Flaps 30" landing if a FLAPS FAIL indication precludes a normal landing with "Flaps 45." The Bombardier QRH does not provide for a "FLAPS 30" landing for a crosswind landing. ## Factual narrative On December 14, 2008, about 1445 central standard time (all times cst), a Bombardier CL-600-2B16, N573BA, operated by the Boeing Company, sustained substantial damage during a hard landing on runway 12 (7,003 feet by 150 feet, asphalt) at the Gary/Chicago International Airport (GYY), Gary, Indiana. The 14 CFR Part 91 positioning flight departed the Chicago Midway International Airport (MDW) at 1435 with GYY as the intended destination. During the landing at GYY, the nose wheel of the airplane hit the runway hard and the airplane bounced. The flight crew executed a go around and attempted a second landing, but discontinued the landing due to strong crosswinds. The flight crew elected to return to MDW and made an uneventful landing. Inspection of the airplane revealed substantial damage to the nose of the airplane. The two pilots and one flight attendant were not injured. Visual meteorological conditions prevailed at the time of the accident. An instrument flight rules (IFR) flight plan was filed. Earlier in the day, the flight originated from Los Angeles International Airport (LAX), Los Angeles, California, with GYY as the intended destination. Between 1314 and 1322, the flight made two approaches to runway 12 at GYY but did not land due to the crosswinds they experienced during the final approach for landing. After the second go-around, the flight diverted to MDW and landed without incident. The passengers on board were off loaded and provided ground transportation to their destinations. The pilots learned that two company airplanes had landed at GYY since they had diverted to MDW. They decided to attempt another landing at GYY, and the pilot-in-command (PIC) filed a new IFR flight plan and the flight departed for GYY. The second in command (SIC) was the pilot flying (PF) the airplane and was seated in the left seat. The PIC was the pilot monitoring (PM) the flight and was in the right seat. The PF reported that during the visual approach to runway 12 at GYY, the flaps were set to Flaps 30 instead of the normal Flaps 45 due to the strong crosswinds. The PF called for the airspeed to be "bugged" at 140 knots. The PM reported that he bugged the airspeed at 150 knots to account for the Vref corrections for the reduced flap setting, winds, and gusts. The tower air traffic controller (tower) at GYY provided numerous wind updates to the flight crew during the approach. When the flight initially checked in with the tower at GYY, they were given the winds as 180 degrees at 25 knots gusting to 32 knots. When the airplane was on the approach about 1.5 miles from the runway, the tower reported the winds as 170 degrees at 18 knots gusting to 32 knots. About the same time, approach air traffic control recorded a low altitude alert for the airplane. Just prior to touchdown, the tower reported the winds as 150 degrees at 18 knots. The PF reported that flying the approach required numerous thrust lever adjustments and control deflections. He reported that hewas crabbing the airplane into the wind during the approach to maintain runway centerline. During the flare, he took out the crab angle and slipped the airplane to maintain runway centerline. He reported that he felt like the airplane would not come down during the flare, and he applied forward pressure to the yoke. While holding the forward pressure, the airplane's nose dropped to the runway with the nose gear hitting the runway first, followed by the main landing gear. He reported that the airplane bounced and became airborne again. He immediately applied go-around thrust and stowed the spoilers that he had instinctively deployed during the landing. The PF called for the landing gear to be raised and the flaps set to Flaps 20. The PM checked the hydraulic synoptic page for the status of the landing gear and raised the gear and set Flaps 20 when he saw normal indications. The PF attempted another landing at GYY, but did a go-around during the second approach and returned to MDW. The flight returned to MDW where the PF flew the ILS RWY 31C approach and circled to land on runway 22L. An uneventful landing was made using Flaps 45. The taxi was uneventful. The PIC exited the airplane for the post-flight inspection and discovered the damage in the area of the nose wheel well. The inspection of the airplane revealed no pre-existing anomalies that would have precluded normal flight. A review of the airplane's flight data indicated that the airplane touched down at 154 knots. The Bombardier Quick Reference Handbook (QRH) indicated that the Vref for the accident airplane at its landing weight using Flaps 45 was 120 knots. According to the Bombardier QRH abnormal procedures section, the appropriate additive is 7 knots for a Flap 30 landing if you have a FLAPS FAIL indication that precludes a normal landing with Flaps 45. The Bombardier QRH does not provide for a FLAPS 30 landing for a crosswind landing. ## Aircraft - Registration: N573BA (not matched to a registry record) - Reported make and model: BOMBARDIER CL-600-2B16 - Category: Airplane - Serial number: 5573 - Airframe hours: 3524 - Engines: General Electric CF34-3B 9248 lbs thrust turbo fan - Damage: Substantial damage - Flight: Positioning, Part 91 - Operator: The Boeing Company - Registered owner: CEF 2002 Aircraft LLC - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, November 20, 2008 - Departed: MDW, Chicago, IL - Destination: GYY, Gary, IN - Flight plan: IFR - Airport: GYY, Gary International Airport, runway 12, 7,003 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 39; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review September 11, 2008; seat: left; flight hours: 4,885 total, 1,454 in this make and model, 1,867 as pilot in command, 91 in the last 90 days, 31 in the last 30 days, 5 in the last 24 hours - Co-pilot; age 36; injuries: none; flight instructor, airline transport, commercial, flight engineer; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review July 24, 2008; seat: right; flight hours: 8,682 total, 743 in this make and model, 4,776 as pilot in command, 64 in the last 90 days, 23 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 20 knots, gusting 32 - Visibility: 10 statute miles - Lowest ceiling: 2,000 ft overcast - Temperature: 48 °F, dew point 43 °F - Altimeter: 29.70 inHg - Observed at: GYY ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20081214854809A](https://openairdocs.org/incident/20081214854809A), Dec 14, 2008: Cndair CL6002B16, Gary, IN, Substantial damage. (-23)On December 14, 2008, at approximately 1500 CST, N573BA, a Boeing company corporate aircraft experienced a hard landing at Gary/Chicago International… 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.