Bombardier CL600-2D24 N918XJ

Summary

On 24 April 2008 at about 14:10 local time, a Bombardier CL600-2D24 registered N918XJ, operated by Mesaba Aviation Inc, was involved in an incident near Minneapolis, Minnesota, United States. 80 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

24 April 2008 at 14:10

Classification

Incident

Location

Minneapolis, Minnesota, United States

Nearest airport

Minneapolis-St Paul Intl. (MSP)

Coordinates

44.8819, -93.2217

Aircraft

Bombardier CL600-2D24

Registration

N918XJ

Category

Airplane

Engines

2

Operator

Mesaba Aviation Inc

Operating rule

Part 121: Air Carrier

Phase of flight

Not recorded

Route

Minneapolis → Chicago

Aircraft damage

Not recorded

Weather

IMC

Light

Day

NTSB number

CHI08IA119

Nobody was injured.

The flying pilot's incorrect use of the thrust lever leading to the dual engine shutdown during taxi. Contributing to the incident was the flying pilot's lack of total experience in the make and model of airplane.

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

Read the full NTSB narrative

The flight crew was taxiing the airplane to the runway for departure. The auxiliary power unit had been shut down. The airplane accelerated to cross a runway and was rolling on a taxiway when both engines stopped producing power. The incident flight was part of the captain's initial operating experience as a captain on the CL600. At the time of the incident, the captain had accumulated six hours of total flight time in the CL600. The captain had previously been a pilot on Saab 340 turboprop airplanes. The power lever on the Saab 340 can be moved forward into the ground idle and flight idle positions and rearward into the reverse position. The Saab 340 power lever has a latch that is designed to be lifted to allow the power lever below flight idle. The thrust levers on the CL600 can be moved forward into the idle, climb, takeoff, go-around, and maximum power positions and rearward into the shut off position. The CL600 thrust lever is designed with a latch that has to be lifted to allow movement of the thrust lever into the shut off position. The flight data recorder showed that an application of power occurred about ten seconds from the end of the recording. The recorder shows an engine thrust lever going to the shutoff position near the end of the recording.

Quoted verbatim from the NTSB record.