N868CA

HISTORY OF FLIGHT

On November 17, 2002, about 1800 eastern standard time, a Bombardier CL-600-2B19 (CRJ-2), N868CA, operated by Comair as Delta Connection flight 5109 (Comair 109), encountered severe turbulence while in a descent near Rockville, Virginia. There were no injuries to the 2 certificated pilots, 1 flight attendant, or 48 passengers. Night instrument meteorological conditions prevailed for the flight that departed from The William B. Hartsfield, Atlanta International Airport (ATL), Atlanta, Georgia. The flight was destined for Ronald Reagan, Washington National Airport (DCA), Washington, DC. An instrument flight rules (IFR) flight plan had been filed for the scheduled, domestic, air carrier flight that was conducted under 14 CFR Part 121.

Prior to departure, the captain received and signed his flight release. The text above the space for the captain's signature stated:

"I HAVE REVIEWED THE DISPATCH RELEASE FOR THIS FLIGHT AND BASED ON THE INFORMATION FURNISHED BY AN AUTHORIZED AIRCRAFT DISPATCHER I BELIEVE THAT THE FLIGHT MAY BE MADE WITH SAFETY - 121.663 -"

Contained in the flight release were AIRMETS, a SIGMET for severe turbulence, and a pilot report of severe turbulence, all near or covering portions of the planned flight. SIGMET Whiskey 9 called for occasional severe turbulence between 13,000 feet and FL 280 (28,000 feet) due to wind shear associated with jet stream and middle/upper trough. The conditions were forecast to continue beyond 1820.

The passengers were boarded, and the airplane was out of the gate at 1620. The flight departed at 1702. The en route phase of the flight was conducted at FL 290 in visual meteorological conditions.

The cabin was prepared for arrival into Washington National Airport, and the seat belt sign had been illuminated. The flight attendant was advised to take her seat and remain seated.

The air/ground communications tape between airplanes operating on the frequencies, was reviewed. In addition, a partial transcript of pertinent air/ground communications between airplanes operating on the same frequency, and the controllers with Washington Air Traffic Control Center (ZDC) was prepared.

At 1748:21, Comair 109 reported that they were descending from FL 290 to FL 250.

At 1748:38, USA1404 reported that they were experiencing light chop at FL 280.

At 1748:42, while Comair was on the frequency, the controller told the USAir flight to expect continuous light and occasional moderate turbulence down to 12,000 feet. He also told the flight that he thought it was clear of any severe turbulence and had not heard of anything about severe turbulence lately.

At 1750:39, Comair 109 was instructed to descend and maintain FL 220.

At 1755:07, Comair 109 reported moderate turbulence.

At 1755:22, Comair 109 was instructed to descend to FL 190, and the pilots were advised they were going to be in "chop" down through 12,000 feet. After acknowledging the information, Comair 109 was instructed to change frequencies to another sector.

At 1758:02, Comair 109 reported they were in moderate turbulence.

At 1758:26, Comair 109 was instructed to descend to 10,000 feet.

At 1759:53, Comair 109 reported an encounter with severe turbulence at 17,000 feet while on descent. The controller replied that this was the first severe turbulence report he had received in the last 40 minutes. Comair added that they encountered severe turbulence at 18,000 feet in the descent.

When queried about a minute later about that altitude range for the severe turbulence, the pilots of Comair 109 reported that they were still in steady moderate turbulence while descending through 15,500 feet, and the severe turbulence was between 20,000 feet and 18,000 feet.

The flight continued to Washington National Airport, landed at 1817, and arrived at the gate at 1825. The flight was met by emergency personnel. Several passengers were taken to area hospitals for observations; however, no injuries were reported.

According to the captain's written statement:

"...Before the encounter, only light with occasional moderate turbulence was experienced. The seatbelt sign was ON...[the first officer] had also warned the flight attendant to remain seated for her safety due to the turbulence."

"During the descent into DCA, at approximately flight level 190, in IMC conditions; we encountered extreme turbulence. The aircraft was at 280 knots, with Continuous Ignition ON, all anti-ice systems ON, and autopilot ON in turbulence mode."

"The aircraft encountered a positive gravitational acceleration followed by a negative and then a stronger positive gravitational acceleration. The extreme turbulence caused the autopilot to disengage, yaw damper to disengage, and the stall warning system to activate. I took manual control of the aircraft, returning it to a normal attitude and performance envelope. The encounter lasted approximately 5-7 seconds. The aircraft was undamaged and the flight continued safely to DCA."

According to the flight attendant's written statement:

"We were about 15 minutes out of DCA when we had some moderate turbulence. The...[captain] made a PA to tell us. Called and asked if everyone was ok. A few seconds later we had extremely severe turbulence that lasted 8 to 10 seconds. Rocking back and forth, up and down and dropping. I saw passengers hit their heads on the overhead bins and I had one passenger tossed out of his seat onto the floor....I yelled back "stay calm, stay on the floor, passengers around, hold him down." At that time there was no way I could get up or on the PA, I was being tossed around also side to side, I couldn't raise my arms from holding on. When I felt it was safe for him to move, I told him to hurry and get back into his seat. I then called the...[captain] and told him I had one passenger tossed out of his seat and landed on the floor. I asked him to have medical personnel to meet us in DCA. The aisles were full of things tossed around (purses, magazines, pillows, etc.)...."

When interviewed, both pilots reported that their flight bags were emptied and the contents tossed about the cockpit.

The captain further reported that he did not remember hearing other flights or the controller report any severe turbulence. He also reported that he was aware of the severe turbulence on the flight release and said that it covered the entire eastern seaboard. He said the dispatcher went over the weather with him, but did not mention any reports of severe turbulence.

The first officer further reported that he was not aware that the flight release contained a severe turbulence forecast.

After arrival in DCA, the airplane was given a visual inspection and released for a maintenance ferry flight to the Greater Cincinnati/Northern Kentucky International Airport (CVG), Covington, Kentucky.

The incident occurred during the hours of darkness, in instrument meteorological conditions (IMC), at 37 degrees, 43.5 minutes north latitude, and 77 degrees, 42.9 minutes west longitude, while the airplane was descending through 17,800 feet.

PERSONNEL INFORMATION

The captain held an airline transport pilot certificate with a multi-engine land rating, and a type rating for the CL-65. He held a commercial pilot certificate for single engine land airplanes, and a flight instructor rating for single and multi-engine airplanes and instrument airplane. He was last issued a FAA first class airman medical certificate on October 22, 2002. His last proficiency flight check was conducted on July 9, 2002. The captain reported his total flight experience as 4,500 hours, with 3,000 hours in make and model, and 230 hours in the preceding 90 days.

The first officer held a commercial pilot certificate with single and multi-engine land ratings, and an instrument airplane rating. He also held a flight instructor certificate with a single engine rating. He was last issued a FAA first class airman medical certificate on February 22, 2002. His last proficiency check was conducted on October 16, 2002. The first officer reported his total flight experience as 2,300 hours, with 650 hours in make and model, and 250 hours in the preceding 90 days.

The dispatcher held a dispatcher certificate. He had received training and became an assistant dispatcher in January 2000. He was upgraded to dispatcher in June 2000.

AIRCRAFT INFORMATION

The airplane was originally certificated by the Government of Canada, and in the United Stated through a bi-lateral agreement. The maximum allowable gross weight of the airplane was 53,000 pounds. The maximum allowable g loads were + 2.5 g, and -1.0 g.

According to the load manifest for the incident flight, the basic operating weight of the airplane was 31,123 pounds; the zero fuel weight was 40,623 pounds, and the takeoff gross weight was 49,073 pounds. The mean aerodynamic chord (MAC) was about 14 percent at takeoff, and 16 percent at the zero fuel weight.

The flight release projected a fuel burn of 3,661 pounds for the trip, and an elapsed time of 1 hour 11 minutes. The actual time en route was 1 hours 15 minutes.

METEOROLOGICAL INFORMATION

The flight release was reviewed by the dispatcher at 1338, who placed it in a queue, awaiting the pilot's call up. The dispatcher went off duty at 1430. The dispatcher reported that when he approved the flight release, it contained SIGMENT Whiskey 8, which referenced an area of forecast severe turbulence, and he was aware of its contents.

Once a flight release was placed in the queue, it was not available for print from 10 minutes before the hour, until 5 minutes after the hour. This allowed the flight release to be automatically updated with the latest available weather.

When the pilot printed out the flight release, SIGMET Whiskey 8, had been replaced by SIGMET Whiskey 9, which referenced a different area of severe turbulence.

A review of SIGMETS Whiskey 8, 9, and 10 revealed the foll...