History of Flight
On March 14, 2015, at about 1521 central daylight time, GoJet Airlines flight 3645, operating as United Express, landed with the nose landing gear not extended on runway 32R at Chicago O'Hare International Airport (ORD). The aircraft, a Bombardier CL-600-2C10 (CRJ700) registered as N157GJ, was on a scheduled passenger flight from Gerald R. Ford International Airport (GRR) in Grand Rapids, Michigan, to ORD. None of the 44 passengers and crew were injured, and the airplane sustained minor damage. The flight operated under 14 CFR Part 121.
The previous day, the incident flight crew had flown the same airplane to GRR and heard a "bang" during landing gear extension; all gear extended normally. The captain photographed the nose gear and contacted company maintenance control, who attributed the issue to a placard strap. The captain entered "placard strap bent" in the logbook but did not mention the bang. Maintenance repaired the placard overnight.
The next day, another crew flew the airplane on two legs (GRR to Denver and back to GRR). They reported a "slight noise" during gear extension, described as a "little click," which was relayed to the incident captain.
On the incident flight, the captain was pilot flying and the first officer pilot monitoring. The flight departed GRR about 1413. During landing gear retraction, the crew heard a "good clunk" and discussed it but continued to ORD.
About 1438, during approach to runway 27L, the first officer selected gear down. A GEAR DISAGREE caution message appeared on EICAS. The first officer cycled the gear handle up and down; the message persisted, and a red nose gear indicator appeared. The crew performed a go-around and received radar vectors from ATC to troubleshoot.
About 1442, the first officer began the GEAR DISAGREE checklist from the Quick Reference Handbook (QRH). He cycled the gear again. At 1444:21, he noted a checklist caution not to cycle more than once. The message remained. At 1445:14, the first officer pulled the landing gear manual release handle, which was unsuccessful. He then performed the LDG GEAR Lever Jammed in the UP Position checklist, which directed them to the Landing Gear Up/Unsafe Landing procedure. At 1447:14, he stated they were doing that.
The crew discussed fuel and decided to conduct a low approach for visual observation by ATC. At 1448:21, they declared an emergency. At 1459:13, an ORD tower controller reported the nosewheel "definitely not down." After the low approach, the crew briefed passengers and cabin crew on evacuation procedures.
ATC cleared the flight for an ILS approach to runway 32R. At 1517:30, the tower cleared them to land. At 1519:06, the first officer announced "brace, brace, brace" over the PA. Main gear touched down at 1520:32, and scraping sounds were recorded as the forward fuselage contacted the runway. The airplane stopped, and the crew advised no evacuation. Engines and electrical power were shut down. Passengers remained on board until ground transportation arrived and then exited through forward cabin doors.
Damage to Airplane
Postincident examination revealed minor damage to the nose landing gear doors, a broken bolt and bracket on the drag brace. The nose gear strut was undamaged and remained in the wheel well with no evidence of ground contact.
Personnel Information
The captain, hired in February 2011, reported 5,222 total flight hours, including 1,146 as pilot-in-command and 3,734 on the CL-65, with 892 as PIC. He held type ratings for BE-1900 and CL-65. No prior incidents or accidents.
The first officer, hired in October 2013, reported 14,106 total flight hours and 894 hours as second-in-command on the CL-65. He held type ratings for LR-Jet, DA-10, and CL-65. No prior incidents or accidents.
The captain and first officer had not flown together before this trip.
Aircraft Information
The nose landing gear was a double-wheel, forward-retracting type with spin-down assemblies. It consisted of a twin-wheel shock strut and a folding drag brace with mechanical downlock/uplock. The drag brace assembly included upper and lower drag braces, an over-center lock link assembly (jury strut), and two tension springs. The jury strut connected the drag braces to the airframe. The nose gear doors opened and closed mechanically with gear motion.
Maintenance: The GoJet CRJ700 maintenance program, controlled by its Continuous Airworthiness Maintenance Program (revision 41, December 2014), consisted of line checks, work packages, and block checks. All required maintenance had been performed. The nose gear and drag brace were due for overhaul in early 2016.
Wreckage and Impact Information
Postincident examination of the nose gear found damage to the lower link assembly from contact with the upper link and drive link assemblies. The spherical bearing on the drive link assembly had fractured away. The drive arm assembly attached to the lower lock link had only one of two pins/nuts remaining; the missing bolt and washer were heavily distorted. The hole in the lower lock link for the missing bolt was sheared. Mating surfaces showed missing paint 180° apart, indicating back-and-forth movement.
Additional Information
On September 11, 2015, nose gear manufacturer Goodrich issued Service Bulletin 52200-32-88, directing operators to replace drive arm pin nuts with new part numbers, using Loctite and higher torque, after reports of loose drive arm pins.
On October 2, 2015, Bombardier published Service Bulletin 670BA-32-055, providing instructions for the Goodrich bulletin, noting that disconnection of the drive arm from the lower lock link could prevent nose gear extension. Bombardier recommended compliance within 1,320 flight hours.
GoJet Airlines inspected all 47 CRJ700s in its fleet for nose gear drive arm hardware. Three aircraft had loose hardware, which was replaced.
Flight Recorders
The aircraft was equipped with a cockpit voice recorder (CVR) and flight data recorder (FDR). More information is available in the public docket.