Accident Details
Probable Cause and Findings
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.
Aircraft Information
Registered Owner (Current)
Analysis
On April 24, 2008, about 0910 central daylight time, a Bombardier Inc, CL600-2D24, N918XJ, operated by Mesaba Airlines as flight 3427, was taxiing for takeoff at the Minneapolis-St Paul International/Wold-Chamberlain Airport (MSP), near Minneapolis, Minnesota, when it lost power in both of its engines. The 2 flight crewmembers, 2 cabin crewmembers, and 76 passengers onboard were uninjured. The airplane sustained no damage. The scheduled domestic passenger flight was operating under 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan. Instrument meteorological conditions prevailed at the time of the accident. The flight was destined for the Chicago O'Hare International Airport, Chicago, Illinois.
According to the operator, the flight crew was taxiing to runway 17 for departure. The auxiliary power unit had been turned off. The airplane, during the taxi, was being held short of runway 12R on part of taxiway M. The airplane was accelerated to cross the runway and was rolling on taxiway W when both engines stopped producing power.
The incident flight was part of the captain's initial CL600 operating experience. The operator reported that the captain had accumulated 5,097 hours of total flight time in multiengine airplanes and 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 power lever has a latch that is designed to be lifted to allow the power lever below flight idle.
The thrust levers on the CL600-2D24 can be moved forward into the idle, climb, takeoff, go-around, and maximum power positions and rearward into the shut off position. The 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 operator supplied flight data recorder data from the incident flight. The data is consistent with an application of power 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.
Data Source
Data provided by the National Transportation Safety Board (NTSB). For more information on this event, visit the NTSB Records Search website. NTSB# CHI08IA119