Bombardier CL-600-2B19 N875AS

Summary

On 1 September 2011 at about 22:25 local time, a Bombardier CL-600-2B19 registered N875AS, operated by Atlantic Southeast Airlines Inc, was involved in an incident near Baton Rouge, Louisiana, United States. 53 people were on board and nobody was injured. The aircraft was slightly damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

1 September 2011 at 22:25

Classification

Incident

Location

Baton Rouge, Louisiana, United States

Nearest airport

Baton Rouge Metropolitan (BTR)

Coordinates

30.5328, -91.1497

Aircraft

Bombardier CL-600-2B19

Registration

N875AS

Category

Airplane

Engines

2

Operator

Atlantic Southeast Airlines Inc

Operating rule

Part 121: Air Carrier

Phase of flight

Not recorded

Route

Atlanta → Baton Rouge

Aircraft damage

Minor

Weather

VMC

Light

Day

NTSB number

CEN11IA615

Nobody was injured.

The improperly installed upper attachment bolt in the left main landing gear uplock assembly, which led to the failure of the left main landing gear to extend before landing. Contributing to the accident was maintenance personnel's lack of training on the installation and inspection of the uplock assembly.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

While configuring the airplane for landing, the flight crew observed a landing gear disagree message and an indication that the left main landing gear was not down and locked. The flight crewmembers followed procedures to address the landing gear disagree message; however, they were unable to get the left landing gear to extend. The captain declared an emergency and chose to land the airplane with only the right main landing gear and nose landing gear extended. The airplane came to rest in an upright, left-wing-low position. Postincident examination of the left main landing gear system revealed that the upper attachment bolt for the left main landing gear uplock assembly, which is designed to be attached to both the uplock mechanism and the structure, was attached only to the airplane structure. The left main landing gear uplock assembly had been removed and reinstalled the day before the incident flight. The mechanic who performed the maintenance did not have training on nor prior experience performing the installation of the uplock assembly, and the maintenance inspector who inspected its installation did not have training on inspecting the uplock assembly. Neither the mechanic nor the maintenance inspector observed any problems during the postinstallation inspection. Thus, it is likely that the uplock assembly was installed incorrectly due to the lack of training in both the installation by the mechanic and the inspection by the inspector.

Quoted verbatim from the NTSB record.