Bombardier CL-600-2B19 N829AS

Summary

On 8 May 2003 at about 16:28 local time, a Bombardier CL-600-2B19 registered N829AS, operated by Atlantic Southeast Airlines, Inc., was involved in an incident near Chattanooga, Tennessee, United States. 21 people were on board and nobody was injured. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

8 May 2003 at 16:28

Classification

Incident

Location

Chattanooga, Tennessee, United States

Nearest airport

Lovell Field (CHA)

Coordinates

35.0350, -85.2036

Aircraft

Bombardier CL-600-2B19

Registration

N829AS

Category

Airplane

Engines

2

Operator

Atlantic Southeast Airlines, Inc.

Operating rule

Part 121: Air Carrier

Phase of flight

Not recorded

Route

Atlanta → Montreal

Aircraft damage

Not recorded

Weather

VMC

Light

Day

NTSB number

ATL03IA090

Nobody was injured.

Excessive wear on the bushings and the right aileron inboard and outboard power control unit output link resulting in the upward movement of the right aileron during cruise climb, uncommanded right roll. A factor in the accident was inadequate maintenance inspection procedure by the aircraft manufacture for the aileron system backlash check performed by the operator. The inspection procedure did not require the operator to record the tolerance found during the backlash check.

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

Read the full NTSB narrative

After takeoff the flight crew heard a high frequency vibration which could be felt in the feet and control column. The engine indicating and alerting system indicated no messages. The vibration was slow and increased in intensity and lasted about 30 seconds. The flight was cleared to 17,000 feet, and the airplane started an uncommanded roll to the right. The first officer disconnected the autopilot and regained control of the airplane. The captain declared an emergency, and was issued a clearance to an alternate airport. The vibrations continued at all airspeeds during the descent and landing. Examination of the airplane revealed the bushings and right aileron inboard and outboard power control unit output link were worn and exceeded the authorized tolerance allowed by the maintenance manual. The aircraft manufacturers inspection procedures for the aileron system backlash check did not require the operator to record the tolerance found during the backlash check.

Quoted verbatim from the NTSB record.