Endeavor CRJ9 at Toronto on Feb 17th 2025, flipped over on landing

Last Update: March 20, 2025 / 13:10:46 GMT/Zulu time

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Incident Facts

Date of incident
Feb 17, 2025

Classification
Accident

Airline
Endeavor Air

Flight number
DL-4819

Departure
Minneapolis, United States

Destination
Toronto, Canada

Aircraft Registration
N932XJ

Aircraft Type
Canadair CL-600 Regional Jet CRJ-705

ICAO Type Designator
CRJ9

Airport
Lester B. Pearson International Airport, Toronto

Airport ICAO Code
CYYZ

An Endeavor Airlines Canadair CRJ-900 on behalf of Delta Airlines, registration N932XJ performing flight DL-4819 from Minneapolis,MN (USA) to Toronto,ON (Canada) with 76 passengers and 4 crew, landed on Toronto's runway 23 at 14:12L (19:12Z) but came to a stop on the runway inverted, both wings, both main gear and the tailplane separated from the airframe. There were no fatalities, however, one person was critically injured, 7 others received minor injuries.

Toronto Airport reported all people on board have been accounted for.

Emergency services reported one person is in critical condition, 7 others have received injuries.

The Canadian TSB reported: "TSBAir is deploying a team to investigate an aircraft accident at Toronto / Lester B. Pearson International Airport, ON. The TSB will gather information and assess the occurrence."

The NTSB reported: "The NTSB is leading a team of U.S. investigators to assist the Transportation Safety Board of Canada with their investigation of today’s accident of a Delta Air Lines Bombardier CRJ900 at Toronto Pearson International Airport. Per international protocols under the International Civil Aviation Organization's Annex 13, any information about the investigation will be released by the Transportation Safety Board of Canada."

On Feb 18th 2025 the TSB reported the aircraft impacted the runway causing parts of the aircraft to separate from the aircraft and the aircraft to turn upside down. The aircraft came to rest right of the runway. CVR and FDR have already been removed from the aircraft and have been sent to the laboratory.

On Mar 6th 2025 the TSB reported: "During the landing on Runway 23, the aircraft impacted the runway, the right wing detached and a fire ensued. The aircraft overturned, and slid down the runway inverted, coming to rest near the intersection of Runway 23 and 15L."

On Mar 18th 2025 the TSB announced: "Tomorrow (Mar 20th 2025) the TSB will be releasing a preliminary report into the Toronto Pearson airport’s Delta occurrence (A25O0021). "

On Mar 19th 2025 the TSB released their preliminary report and a video (see below) summarizing the sequence of events:

At 12471 on 17 February 2025, the MHI RJ Aviation Group. CL-600-2D24 aircraft (CRJ 900LR) operated by Endeavor Air (doing business as Delta Connection) departed Minneapolis-St. Paul International/Wold-Chamberlain Airport (KMSP), Minnesota, United States, on flight EDV4819, an instrument flight rules flight to Toronto/Lester B. Pearson International Airport (CYYZ), Ontario, with 2 flight crew members, 2 cabin crew members, and 76 passengers on board. The captain was seated in the left seat and was the pilot monitoring for the flight. The first officer was seated in the right seat and was the pilot flying (PF).

The flight proceeded uneventfully, and the crew received clearance for the instrument landing system approach to Runway 23 at CYYZ. The landing reference speed (VREF) for the approach was 139 knots.

According to Endeavor Air’s CRJ700/900 Series Company Flight Manual, “Final approach is flown at VREF+5 knots. When operating in gusty wind conditions, increase VREF by 1/2 of the gust factor not to exceed 10 KIAS [knots indicated airspeed] (top of the bug).”2 On the occurrence flight, the flight crew set the speed bug to VREF+5 knots, or 144 knots. Given the reported wind gusts, the approach was flown at 149 knots.

At 1412:01, the aircraft descended through 500 feet above ground level (AGL). The aircraft’s indicated airspeed was 150 knots, its ground speed was 121 knots, and the engine thrust was indicating approximately 64% N1.3 The rate of descent was 720 fpm, and the localizer and glide slope were centred. Five seconds later, the PF disconnected the autopilot.

At 1412:26, while the aircraft was descending through 175 feet AGL, its indicated airspeed was 144 knots, with a ground speed of 121 knots, and a rate of descent of 672 fpm. The thrust remained at approximately 64% N1.

At 1412:30, while the aircraft was descending through 153 feet AGL, its indicated airspeed increased to 154 knots whereas the ground speed did not change appreciably, consistent with a performanceincreasing wind gust. The PF pulled back the thrust levers, and as a result, over the following 5 seconds, N1 decreased from 64% to approximately 43%, where it remained until touchdown. The airspeed began to decrease.

At 1412:40 (3.6 seconds before touchdown), when the aircraft was at a height of 50 feet AGL, the indicated airspeed was 145 knots, and the ground speed was 112 knots. The rate of descent had increased to 1114 fpm. The enhanced ground proximity warning system (EGPWS) aural alert “fifty” sounded to indicate the aircraft was at 50 feet AGL, which is a standard callout.

One second later (2.6 seconds before touchdown), the EGPWS alert “sink rate” sounded, indicating a high rate of descent. The aircraft’s indicated airspeed was 136 knots, its ground speed was 111 knots, and the rate of descent had remained at about 1100 fpm. The bank angle increased to a 4.7° right bank. The engine thrust was steady at approximately 43% N1.

At 1412:42 (1.6 seconds before touchdown), the aircraft’s indicated airspeed was 136 knots, and its ground speed was 111 knots. The aircraft was slightly below the glide slope, but on the visual segment of the approach and tracking the runway centreline. The rate of descent had increased to 1072 fpm, and the bank angle was 5.9° to the right.

Less than 1 second before touchdown, the aircraft’s indicated airspeed was 134 knots, and its ground speed was 111 knots. The bank angle was 7.1° to the right, and the pitch attitude was 1° nose up. The rate of descent was recorded as 1110 fpm.

At 1412:43.6, the right main landing gear (MLG) contacted the runway. The aircraft was in a 7.5° bank to the right with 1° of nose-up pitch and 3g vertical acceleration, at a rate of descent of approximately 1098 fpm (18.3 fps).

At touchdown, the following occurred: the side-stay that is attached to the right MLG fractured, the landing gear folded into the retracted position, the wing root fractured between the fuselage and the landing gear, and the wing detached from the fuselage, releasing a cloud of jet fuel, which caught fire. The exact sequence of these events is still to be determined by further examination of the fracture surfaces.

The aircraft then began to slide along the runway. The fuselage slid down Runway 23, rolling to the right until it became inverted. A large portion of the tail, including most of the vertical stabilizer and the entire horizontal stabilizer, became detached during the roll.

The aircraft went off the right side of the runway into the snow-covered grass area and came to a rest on Runway 15L, near the intersection with Runway 23, about 75 feet beyond the right edge of Runway 23 (Figure 1). The right wing, including the right MLG, became fully detached from the aircraft and slid approximately 215 feet further along Runway 23.

Once the aircraft came to a stop, an evacuation began. All occupants evacuated the aircraft. At the time of writing this preliminary report, it has been confirmed that 21 of the 80 occupants were injured; 2 of those occupants were reported to have serious injuries.


Related NOTAMs:
S0930/25 NOTAMR S0928/25
Q) CZYZ/QFAXX/IV/NBO/A/000/999/4341N07938W005
A) CYYZ PART 1 OF 4 B) 2502171907 C) 2502180307
E) RSC 05 5/5/5 10 PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10
PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10 PCT COMPACTED
SNOW AND 25 PCT 1/8IN DRY SNOW. 160FT WIDTH. REMAINING WIDTH
1/4IN DRY SNOW ON TOP OF COMPACTED SNOW. BLOWING SNOW. CHEMICAL
RESIDUE PRESENT. VALID FEB 17 1750 - FEB 18 0150.
RSC 23 5/5/5 10 PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10
PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10 PCT COMPACTED
SNOW AND 25 PCT 1/8IN DRY SNOW. 160FT WIDTH. REMAINING WIDTH
1/4IN DRY SNOW ON TOP OF COMPACTED SNOW. BLOWING SNOW. CHEMICAL
RESIDUE PRESENT. VALID FEB 17 1750 - FEB 18 0150.

S0932/25 NOTAMR S0930/25
Q) CZYZ/QFAXX/IV/NBO/A/000/999/4341N07938W005
A) CYYZ PART 1 OF 3 B) 2502171922 C) 2502180322
E) RSC 05 5/5/5 10 PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10
PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10 PCT COMPACTED
SNOW AND 25 PCT 1/8IN DRY SNOW. 160FT WIDTH. REMAINING WIDTH
1/4IN DRY SNOW ON TOP OF COMPACTED SNOW. BLOWING SNOW. CHEMICAL
RESIDUE PRESENT. VALID FEB 17 1750 - FEB 18 0150.
RSC 23 5/5/5 10 PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10
PCT COMPACTED SNOW AND 25 PCT 1/8IN DRY SNOW, 10 PCT COMPACTED
SNOW AND 25 PCT 1/8IN DRY SNOW. 160FT WIDTH. REMAINING WIDTH
1/4IN DRY SNOW ON TOP OF COMPACTED SNOW. BLOWING SNOW. CHEMICAL
RESIDUE PRESENT. VALID FEB 17 1750 - FEB 18 0150.

D0446/25 NOTAMN
Q) CZYZ/QMRLC/IV/NBO/A/000/999/4341N07938W005
A) CYYZ B) 2502171924 C) 2502181923
E) RWY 05/23 CLSD.

Metars:
CYYZ 172100Z 27026G34KT 10SM DRSN BKN040 M09/M15 A2996 RMK CU5 SLP159=
CYYZ 172000Z 27027G35KT 5SM BLSN BKN038 M08/M15 A2994 RMK CU5 VIS VRB 2-8 SLP153=
CYYZ 171932Z 27020G32KT 6SM R24L/2600VP6000FT/D BLSN BKN030 M08/M13 A2994 RMK CU5 ACCIDENT REPORT SLP151=
CYYZ 171900Z 27028G35KT 6SM R24L/3000VP6000FT/U BLSN BKN034 M09/M14 A2993 RMK CU6 SLP149=
CYYZ 171800Z 27028G34KT 6SM R33R/3000V5000FT/N R24L/5500V6000FT/U BLSN BKN038 M08/M14 A2992 RMK CF6 SLP146=
CYYZ 171700Z 27029G36KT 3SM R33L/3500VP6000FT/U R33R/2200V3000FT/N BLSN BKN033 M08/M13 A2991 RMK CF5 SLP141=
CYYZ 171600Z 26025G35KT 5SM R33R/4500V6000FT/U BLSN BKN030 M07/M12 A2990 RMK CF5 SLP137=
CYYZ 171522Z 26019G26KT 3SM -SHSN DRSN BKN020 M08/M11 A2989 RMK CF6 SLP136=
CYYZ 171500Z 27020G27KT 15SM DRSN BKN030 M07/M13 A2989 RMK CF5 SLP135=
CYYZ 171400Z 31006KT 15SM FEW020 FEW040 M10/M13 A2988 RMK CF1SC1 SC TR SLP133=
Aircraft Registration Data
Registration mark
N932XJ
Country of Registration
United States
Date of Registration
IAnndiljmcke mick Subscribe to unlock
Manufacturer
BOMBARDIER INC
Aircraft Model / Type
CL-600-2D24
Number of Seats
Qb Subscribe to unlock
ICAO Aircraft Type
CRJ9
Year of Manufacture
JAcc Subscribe to unlock
Serial Number
Limqf Subscribe to unlock
Aircraft Address / Mode S Code (HEX)
Hllief Subscribe to unlock
Engine Count
D Subscribe to unlock
Engine Manufacturer
Iq Subscribe to unlock
Engine Model
eAiggAj Subscribe to unlock
Engine Type
Cjibqepji Subscribe to unlock
Pounds of Thrust
G dmc Subscribe to unlock
Main Owner
Gjicpcdpgkifnkccbidbip kgAe fpeAqeAAnqjqdqnfkqjhAce mefjdngccfeqp Adcf kjm gkpgnfcqeejqmcihppmdAlegqmkcqcem mfhAdipe Subscribe to unlock
Incident Facts

Date of incident
Feb 17, 2025

Classification
Accident

Airline
Endeavor Air

Flight number
DL-4819

Departure
Minneapolis, United States

Destination
Toronto, Canada

Aircraft Registration
N932XJ

Aircraft Type
Canadair CL-600 Regional Jet CRJ-705

ICAO Type Designator
CRJ9

Airport
Lester B. Pearson International Airport, Toronto

Airport ICAO Code
CYYZ

This article is published under license from Avherald.com. © of text by Avherald.com.
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