April 12, 2011
The U.S. NTSB is investigating a wing clipping incident that occurred on April 11, 2011 at 20:25 local time.
An Air France Airbus A380, registered F-HPJD and a Comair CRJ701ER, registered N641CA, both sustained minor damage in a ground collision occurrence at New York-John F. Kennedy International Airport, NY (JFK/KJFK).
The Airbus A380 was operating as flight AF007 to Paris-Charles de Gaulle Airport with 485 passengers and 25 crew onboard. It taxied to the departure runway when the port wing of AF007 clipped the tail of the CRJ, spinning it through almost 90 degrees.
The CRJ, Comair Flight 293 was taxiing to the gate following a flight from Boston. There were 52 passengers and 4 crew onboard. No injuries were reported.
October 19, 2010
Transport Canada issued an emergency airworthiness directive (EAD CF-2010-36) for several models of the Canadair / Bombardier RegionalJet following main landing gear extension problems.
Transport Canada reports two cases of main landing gear (MLG) failure to fully extend on CRJ aircraft. Preliminary investigation has shown that interference between the MLG door and the MLG fairing seal prevented the MLG door from opening. This directive mandates the inspection and rectification, as required, of the MLG fairing and seal, MLG door, and adjacent structures.
Affected are the following models:
- CL-600-2C10 (CRJ-700 series), serial numbers 10003 and subsequent
- CL-600-2D15 (CRJ-705 series)
- CL-600-2D24 (CRJ-900 series), serial number 15001 and subsequent
The AD does not specify the two occurrences, but one of those was probably an incident that occurred on September 25, 2010 involving an Atlantic Southeast Airlines CRJ-900. The airplane landed on at New York-JFK with the right MLG fully retracted.
March 24, 2010
The Spanish Civil Aviation Accident and Incident Investigation Commission (CIAIAC) published its final report regarding the gear-up landing of a Canadair CRJ200 at Barcelona Airport, Spain in January 2007.
The airplane was on a scheduled passenger flight operated by Air Nostrum, from Valladolid Airport (VLL) to Barcelona Airport (BCN).
On the two previous flights, there had been problems with extending the flaps before landing. During the ground tests performed by the crew in Valladolid, the flaps extended and retracted normally, and so the captain decided to continue with the flights as scheduled.
During the flight, the crew went over the abnormal procedures to be followed in case of a repeat failure of the flaps system.
After taking off from Valladolid, the flaps were retracted normally and remained retracted during the cruise and descent phases until the initial approach to Barcelona, at which time they failed to extend to the 8-degree position when commanded, resulting in a “flap fail” warning on the EICAS. The copilot noted the discrepancy between the commanded 8° position on the flaps lever and the 0° indicated position. At that time they were below the clouds and under ATC radar control.
In the zero-flaps configuration, the ILS approach speed, in accordance with the relevant procedure, had to be maintained above 180 kt. ATC cleared them for the runway 25R approach and informed of a moderate intensity crosswind of 14 kt from 320°.
The aircraft descended until it touched down at an IAS of 172 kt, at which time the crew realized they had not lowered the landing gear. After a long slide on the runway, the aircraft stopped 240 m before the end of the runway.
There was no fire, though high temperatures and kerosene leaks were detected.