# NTSB CEN14LA430: Bombardier CL600 2D24 - 900, N943LR, San Antonio, TX, August 9, 2014

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: August 9, 2014, 07:34 local (12:34 UTC)
- Place: San Antonio, TX
- Coordinates: 29.526945, -98.471946 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=29.5269&lon=-98.4719&mi=10
- Phase of flight: [Pushback/towing](https://openairdocs.org/ntsb-phases/200) (OpenAirDocs' grouping)
- Defining event: [Pushback/towing: Ground collision](https://openairdocs.org/ntsb-events/200)
- Highest injury: No injuries
- Injuries: 80 uninjured
- Status: Completed, report August 28, 2017
- Report: Approved by Office Director
- NTSB office: Central Region
- Parties: Federal Aviation Administration, NTSB
- NTSB case key (mKey): 89879
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN14LA430
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89879/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89879
- Page: https://openairdocs.org/ntsb/CEN14LA430

## Probable cause

Failure of the tow bar shear pin, which resulted in the tug operator’s loss of control of the airplane during pushback operations. Contributing to the accident was the tug operator’s inability to communicate to the flight crew to apply the airplane’s brakes.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Ground crew (probable cause); cases with it: [Bombardier CL-600-2D24, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=1390016), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md)
- [Communication (personnel): lack of communication](https://openairdocs.org/ntsb-findings/02063510): Personnel issues › Task performance · Ground crew (probable cause); cases with it: [Bombardier CL-600-2D24, 1 case](https://openairdocs.org/ntsb-findings/02063510/cases.md?model=1390016), [All aircraft, 84 cases](https://openairdocs.org/ntsb-findings/02063510/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Pushback/towing: Ground collision](https://openairdocs.org/ntsb-events/200) (defining event); cases with it: [Bombardier CL-600-2D24, 7 cases](https://openairdocs.org/ntsb-events/200/sequence.md?model=1390016), [All aircraft, 618 cases](https://openairdocs.org/ntsb-events/200/sequence.md)

## Analysis

During pushback from the gate, the tug positioned the airplane on the taxiway. Before disconnecting, the tug reversed and the airplane rolled forward while still attached to the tug. As the airplane rolled past the tug, the tug impacted the left side of the fuselage. The tow bar pin was found sheared, but it could not be determined if the pin failed before or during the tow operation. Further, the operator did not have an immediate means of communicating with the flight crew the need to apply the brakes while the tug was still attached. The tug operator's postaccident urine test was positive for marijuana, which indicated prior use. However, it could not be determined whether the tug operator was impaired by the effects of marijuana at the time of the event.

## Factual narrative

On August 9, 2014, about 0735 central daylight time (CDT), a Bombardier CL600 airplane, N943LR, collided with a tug during pushback from the gate at San Antonio International Airport (SAT) San Antonio, Texas. The airplane sustained substantial damage to the fuselage structure and internal damage to nose landing gear. The airplane was registered to and operated by Mesa Airlines Inc. as US Airways flight 2763. The four flight crewmembers and passengers on-board were not injured. Visual meteorological conditions prevailed at the time of the accident and the flight operated on a instrument flight rules flight plan. The scheduled, domestic passenger flight was operated under the provisions of 14 Code of Federal Regulations Part 121. The flight was destined for Phoenix Sky Harbor International Airport (PHX), Phoenix, Arizona. The first officer reported the tug driver did not have an operable headset and the pushback was initiated using hand signals. The airplane was positioned on the ramp at a 90-degree angle to the gate. The tug driver stated after turning the airplane onto the taxiway he "reversed back," pulling the airplane forward. The tug stopped perpendicular to the left nose of the airplane, but the airplane continued to roll forward while still attached to the tow bar. The airplane rolled into the tug impacting the left side of the fuselage. Examination revealed the tow bar shear pin had failed, but the investigation could not determine if the shear pin failed prior to or during the pushback process. In accordance with company policies and procedures, a postaccident drug test of the tug driver was administered about 9 hours after the accident, which was positive for marijuana. According to 49 CFR Part 40 Section 40.87, the initial test cut off is 50 ng/ml, but a positive marijuana test can be reported if the confirmatory test identifies 15 ng/ml or more of marijuana metabolite (tetrahydrocannabinol carboxylic acid, or THC-COOH) in urine. According to the NTSB Medical Officer, about 30% of THC is eventually excreted in urine, primarily as THC-COOH. However, its presence in urine only indicates prior THC exposure. After smoking marijuana, it can take as long as four hours for THC-COOH to appear in the urine at concentrations above the initial reporting cut off of 50 ng/ml. Positive urine test results generally indicate use within hours to a few days; however, the detection window can be significantly longer following chronic, heavy use.

## Aircraft

- Registration: [N943LR](https://openairdocs.org/deregistered/N943LR-2026-01-12), registration cancelled 2026-01-12, S/N 15068, built 2006 (OpenAirDocs)
- Reported make and model: BOMBARDIER CL600 2D24 - 900
- Registry model: [Bombardier CL-600-2D24](https://openairdocs.org/model/bombardier-cl-600-2d24) (registry code 1390016) (OpenAirDocs)
- Registry engine: [GE CF34-8C5](https://openairdocs.org/engine/ge-cf34-8c5) (registry code 30050, turbo-fan) (OpenAirDocs)
- Category: Airplane
- Serial number: 15068
- Year built: 2006
- Airframe hours: 12283
- Engines: General Electric CF34-8C5 14500 lbs thrust turbo fan; General Electric CF34-8C5 14500 lbs thrust turbo fan
- Damage: Substantial damage
- Flight: Part 121
- Operator: Mesa Airlines Inc, doing business as American Eagle
- Registered owner: Mesa Airlines Inc
- Airworthiness certificate: Standard, Transport
- Last inspection: Continuous airworthiness, June 26, 2014
- Departed: SAT, San Antonio, TX
- Destination: PHX, PHOENIX, AZ
- Flight plan: IFR
- Airport: SAT, San Antonio Intl
- Equipment: Electronic flight bag or handheld device, Electronic multifunction display, Electronic primary flight display, Onboard weather, Stall warning system, Angle of attack indicator, Auto-pilot, Data recorder

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 46; injuries: none; airline transport, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review February 9, 2014; seat: left; flight hours: 11,454 total, 10,871 in this make and model, 11,381 as pilot in command, 238 in the last 90 days, 72 in the last 30 days, 4 in the last 24 hours
- Co-pilot; age 35; injuries: none; airline transport, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review October 9, 2013; seat: right; flight hours: 1,864 total, 1,864 in this make and model, 208 in the last 90 days, 64 in the last 30 days, 4 in the last 24 hours
- Other flight crew; injuries: none; seat: rear; restraint: 5-point
- Other flight crew; injuries: none; seat: front

## Weather

- Conditions: Visual (VMC), Day
- Wind: 180° at 5 knots
- Visibility: 10 statute miles
- Temperature: 79 °F, dew point 72 °F
- Altimeter: 30.02 inHg
- Observed at: KSAT, 1 nm away

## 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 20140809018479A](https://openairdocs.org/incident/20140809018479A), Aug 9, 2014: Bombardier Inc CL-600-2D24, San Antonio, TX, Substantial damage. During push back from gate, for intended flight, the aircraft and tow vehicle jack knifed. The jack knife caused a 12" x 12" hole to be punctured into the side…

## Docket (6 files)

The files NTSB released with the investigation on June 15, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89879. 933 KB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 604 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453360&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF
- First Officer's Statement (item 2, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453296&FileExtension=.PDF&FileName=First%20Officer%27s%20Statement-Master.PDF
- MESA Occurrence Report and Captain's Statement (item 3, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453297&FileExtension=.PDF&FileName=MESA%20Occurrence%20Report%20and%20Captain%27s%20Statement-Master.PDF
- Tug Operator Written Statement (item 4, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453298&FileExtension=.PDF&FileName=Tug%20Operator%20Written%20Statement-Master.PDF
- Tug Operator Drug Test Results (item 5, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453299&FileExtension=.PDF&FileName=Tug%20Operator%20Drug%20Test%20Results-Master.PDF
- NTSB Medical Factual Report (item 6, .PDF, 211 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453300&FileExtension=.PDF&FileName=NTSB%20Medical%20Factual%20Report-Master.PDF

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.

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