1999 South Dakota Learjet crash

Last updated

1999 South Dakota Learjet crash
NTSB-N47BA-slide0013 background.jpg
N47BA, the Learjet involved in the accident
Accident
DateOctober 25, 1999 (1999-10-25)
SummaryCrew incapacitation due to loss of cabin pressure; cause undetermined, likely pilot error [1]
Site Mina, Edmunds County, near Aberdeen, South Dakota, United States
45°25′00″N98°45′00″W / 45.41667°N 98.75000°W / 45.41667; -98.75000
Aircraft
Aircraft type Learjet 35
OperatorSunJet Aviation
Registration N47BA
Flight origin Orlando Sanford International Airport, Sanford, Florida, United States
Destination Dallas Love Field, Dallas, Texas, United States
Occupants6
Passengers4
Crew2
Fatalities6
Survivors0

On October 25, 1999, a chartered Learjet 35 business jet was scheduled to fly from Orlando, Florida, United States to Dallas, Texas, United States. Early in the flight, the aircraft, which was climbing to its assigned altitude on autopilot, lost cabin pressure, and all six on board were incapacitated by hypoxia, a lack of oxygen in the brain and body. The aircraft continued climbing past its assigned altitude, then failed to make the westward turn toward Dallas over North Florida and continued on its northwestern course, flying over the southern and midwestern United States for almost four hours and 1,500 miles (2,400 km). The plane ran out of fuel over South Dakota and crashed into a field near Aberdeen after an uncontrolled descent, killing all six on board. [2] [3]

Contents

The two pilots were Michael Kling and Stephanie Bellegarrigue. The four passengers on board were PGA golfer Payne Stewart; his agent, and former Alabama football quarterback, Robert Fraley; [4] [5] president of the Leader Enterprises sports management agency, Van Ardan; and Bruce Borland, a golf architect with the Jack Nicklaus golf course design company. [6]

History of the flight

Note: all times are presented in 24-hour format. Because the flight took place in both the Eastern Time zone – Eastern Daylight Time (EDT) – and the Central Time zone – Central Daylight Time (CDT) – all times are given in this article in Coordinated Universal Time (which is indicated by the time followed by the letters UTC).

Departure

The projected (in green) and actual (in red) ground track of N47BA from departure in Orlando to Dallas and to crash site in South Dakota. NTSB-N47BA-slide0046 image002.jpg
The projected (in green) and actual (in red) ground track of N47BA from departure in Orlando to Dallas and to crash site in South Dakota.

On October 25, 1999, a Learjet 35, registration N47BA, [7] operated by Sunjet Aviation of Sanford, Florida, departed Orlando Sanford International Airport ( IATA : SFB, ICAO : KSFB) at 13:19 UTC (09:19 EDT) on a two-day, five-flight trip. Before departure, the aircraft had been fueled with 5,300 lb (2,400 kg) of Jet A, enough for four hours and 45 minutes of flight. On board were two pilots and four passengers. [2]

At 13:27:13 UTC, the air traffic controller from the Jacksonville Air Route Traffic Control Center (ARTCC) instructed the pilot to climb and maintain flight level (FL) 390 (39,000 feet (11,900 m) above sea level). At 13:27:18 UTC (09:27:18 EDT), the pilot acknowledged the clearance by stating, "three nine zero bravo alpha." This was the last known radio transmission from the airplane, and occurred while the aircraft was passing through 23,000 feet (7,000 m). The next attempt to contact the aircraft occurred six minutes and twenty seconds later, fourteen minutes after departure, with the aircraft at 36,500 feet (11,100 m). The controller's message went unacknowledged. The controller attempted to contact N47BA five more times in the next 4+1⁄2 minutes, again with no answer. [2]

First interception

About 14:54 UTC (now 09:54 CDT in the Central Time zone), Colonel Olson, a United States Air Force F-16 test pilot from the 40th Flight Test Squadron at Eglin Air Force Base in western Florida, who happened to be in the air nearby,[ citation needed ] was directed by controllers to intercept N47BA. When the fighter was about 2,000 feet (600 m) from the Learjet, at an altitude of about 46,400 feet (14,100 m), Olson made two radio calls to N47BA, but did not receive a response. The F-16 pilot made a visual inspection of the Lear, finding no visible damage to the airplane. Both engines were running and the plane's red, rotating anti-collision beacon was on, which is standard operation for aircraft in flight. [2]

Olson could not see inside the passenger section of the airplane, because the windows seemed to be dark. He stated that the entire right cockpit windshield was opaque, as if condensation or ice covered the inside. He indicated that the left cockpit windshield was opaque, although several sections of the center of the windshield seemed to be only thinly covered by condensation or ice. A small rectangular section of the windshield was clear, with only a small section of the glare shield visible through this area. He did not see any flight control movement. At about 15:12 UTC, Olson concluded his inspection of N47BA and broke formation, proceeding to Scott Air Force Base in southwestern Illinois. [2]

Second interception

At 16:13 UTC, almost three hours into the flight of the unresponsive Learjet, two F-16s from the 138th Fighter Wing of the Oklahoma Air National Guard, flying under the call-sign "TULSA 13 flight," were directed by the Minneapolis ARTCC to intercept the Learjet. The TULSA 13 lead pilot reported that he could not see any movement in the cockpit, that the windshield was dark and that he could not tell if the windshield was iced. A few minutes later, a TULSA 13 pilot reported, "We're not seeing anything inside, could be just a dark cockpit though... he is not reacting, moving or anything like that he should be able to have seen us by now." At 16:39 UTC, TULSA 13 left to rendezvous with a tanker for refueling. [2]

The aircraft reached a maximum altitude of 48,900 feet (14,900 m). [2] [8]

Third interception and escort

About 16:50 UTC, two F-16s from the 119th Wing of the North Dakota Air National Guard with the identification "NODAK 32" were directed to intercept N47BA. TULSA 13 flight also returned from refueling and all three fighters maneuvered close to the Lear. The TULSA 13 lead pilot reported, "We've got two visuals on it. It's looking like the cockpit window is iced over and there's no displacement in any of the control surfaces as far as the ailerons or trims." About 17:01 UTC, TULSA 13 flight returned to the tanker again, while NODAK 32 remained with N47BA. [2]

Officials at the Pentagon denied that a shoot down of the Learjet was considered to prevent a possible crash in a heavily populated area, indicating that the fighter jets were not armed with air-to-air missiles. [9]

Canadian Prime Minister Jean Chrétien authorized the Canadian Forces Air Command to shoot down the plane if it entered Canadian airspace without making contact. He writes in his 2018 memoirs, "The plane was heading toward the city of Winnipeg and the air traffic controllers feared that it would crash into the Manitoba capital. I was asked to give permission for the military to bring down the plane if that became necessary. With a heavy heart, I authorized the procedure. Shortly after I made my decision, I learned that the plane had crashed in South Dakota." [10]

Crash

The crash's crater, from a NTSB presentation Ntsb-N47BA-scene-1.jpg
The crash's crater, from a NTSB presentation
The crash scene, from a NTSB presentation NTSB-N47BA-slide0026 background.jpg
The crash scene, from a NTSB presentation

The Learjet's cockpit voice recorder (CVR), which was recovered from the wreckage, contained an audio recording of the last thirty minutes of the flight. It was an older model, which only recorded thirty minutes of audio. The aircraft was not equipped with a flight data recorder. [11] At 17:10:41 UTC, the Learjet's engines can be heard winding down on the CVR recording, indicating that the plane's fuel had been exhausted. In addition, sounds of the stick shaker and the disconnection of the autopilot can be heard. With the engines powered down, the autopilot would have attempted to maintain altitude, causing the plane's airspeed to drop until it approached stall speed, at which point the stick shaker would have automatically engaged to warn the pilot and the autopilot would have switched itself off. [2]

At 17:11:01 UTC, the Lear began a right turn and descent. NODAK 32 remained to the west, while TULSA 13 broke away from the tanker and followed N47BA down. At 17:11:26 UTC, the NODAK 32 lead pilot reported, "The target is descending and he is doing multiple rolls, looks like he's out of control... in a severe descent, request an emergency descent to follow target." The TULSA 13 pilot reported, "It's soon to impact the ground; he is in a descending spiral." [2]

Impact occurred approximately 17:13 UTC, or 12:13 local, after a total flight time of 3 hours, 54 minutes, with the aircraft hitting the ground at nearly supersonic speed and at an extreme angle. [12] The Learjet crashed in South Dakota, just outside Mina in Edmunds County, on relatively flat ground and left a crater 42 feet (13 m) long, 21 feet (6.4 m) wide, and 8 feet (2.4 m) deep. The aircraft was destroyed. [2]

Passengers and crew

In addition to Payne Stewart and three others, there were two pilots on board:

The 42-year-old captain, Michael Kling, held an airline transport pilot certificate and type ratings for the Boeing 707, Boeing 737, and Learjet 35. He had Air Force experience flying the KC-135 and Boeing E-3 Sentry. Kling was also an instructor pilot on the KC-135E in the Maine Air National Guard. According to Sunjet Aviation records, the captain had accumulated a total of 4,280 hours of flight time, military and commercial. He had flown a total of 60 hours with Sunjet, 38 as a Learjet pilot-in-command, and 22 as a Learjet second-in-command. [2]

The first officer, 27-year-old Stephanie Bellegarrigue, held a commercial pilot certificate and type ratings for Learjet and Cessna Citation 500. She was a certified flight instructor. She had accumulated a total of 1,751 hours of flight time, of which 251 hours were with Sunjet Aviation, as a second-in-command and 99 as a Learjet second-in-command. [2]

Investigation

The National Transportation Safety Board (NTSB) has several levels of investigation, of which the highest is a "major" investigation. Because of the extraordinary circumstances in this crash, a major investigation was performed. [13]

The NTSB determined that:

The probable cause of this accident was incapacitation of the flight crew members as a result of their failure to receive supplemental oxygen following a loss of cabin pressurization, for undetermined reasons.

The Board added a commentary regarding the possible reasons why the crew did not obtain supplemental oxygen:

Following the depressurization, the pilots did not receive supplemental oxygen in sufficient time and/or adequate concentration to avoid hypoxia and incapacitation. The wreckage indicated that the oxygen bottle pressure regulator/shutoff valve was open on the accident flight. Further, although one flight crew mask hose connector was found in the wreckage disconnected from its valve receptacle (the other connector was not recovered), damage to the recovered connector and both receptacles was consistent with both flight crew masks having been connected to the airplane's oxygen supply lines at the time of impact. In addition, both flight crew mask microphones were found plugged into their respective crew microphone jacks. Therefore, assuming the oxygen bottle contained an adequate supply of oxygen, supplemental oxygen should have been available to both pilots' oxygen masks.

[A] possible explanation for the failure of the pilots to receive emergency oxygen is that their ability to think and act decisively was impaired because of hypoxia before they could don their oxygen masks. No definitive evidence exists that indicates the rate at which the accident flight lost its cabin pressure; therefore, the Safety Board evaluated conditions of both rapid and gradual depressurization.

If there had been a breach in the fuselage (even a small one that could not be visually detected by the in-flight observers) or a seal failure, the cabin could have depressurized gradually, rapidly, or even explosively. Research has shown that a period of as little as 8 seconds without supplemental oxygen following rapid depressurization to about 30,000 feet (9,100 m) may cause a drop in oxygen saturation that can significantly impair cognitive functioning and increase the amount of time required to complete complex tasks.

A more gradual decompression could have resulted from other possible causes, such as a smaller leak in the pressure vessel or a closed flow control valve. Safety Board testing determined that a closed flow control valve would cause complete depressurization to the airplane's flight altitude over a period of several minutes. However, without supplemental oxygen, substantial adverse effects on cognitive and motor skills would have been expected soon after the first clear indication of decompression (the cabin altitude warning), when the cabin altitude reached 10,000 feet (3,000 m) (which could have occurred in about 30 seconds).

Investigations of other accidents in which flight crews attempted to diagnose a pressurization problem or initiate emergency pressurization instead of immediately donning oxygen masks following a cabin altitude alert have revealed that, even with a relatively gradual rate of depressurization, pilots have rapidly lost cognitive or motor abilities to effectively troubleshoot the problem or don their masks shortly thereafter. In this accident, the flight crew's failure to obtain supplemental oxygen in time to avoid incapacitation could be explained by a delay in donning oxygen masks; of only a few seconds in the case of an explosive or rapid decompression, or a slightly longer delay in the case of a gradual decompression.

In summary, the Safety Board was unable to determine why the flight crew could not, or did not, receive supplemental oxygen in sufficient time and/or adequate concentration to avoid hypoxia and incapacitation. [2]

The NTSB report showed that the plane had several instances of maintenance work related to cabin pressure in the months leading up to the crash. The NTSB was unable to determine whether they stemmed from a common problem – replacements and repairs were documented, but not the pilot discrepancy reports that prompted them or the frequency of such reports. The report criticised Sunjet Aviation for the possibility that this would have made the problem harder to identify, track, and resolve, as well as the fact that in at least one instance the plane was flown with an unauthorized maintenance deferral for cabin pressure problems.

Aftermath

Stewart was ultimately headed to Houston for the 1999 Tour Championship but planned a stop in Dallas for discussions with the athletic department of his alma mater, Southern Methodist University, about building a new home course for the school's golf program. [14] Stewart was memorialized at the Tour Championship with a lone bagpipe player playing at the first hole at Champions Golf Club prior to the beginning of the first day of play.

The owner of the crash site, after consulting the wives of Stewart and several other victims, created a memorial on about 1 acre (4,000 m2) of the site. At its center is a rock pulled from the site inscribed with the names of the victims and a Bible passage. [14]

The 2000 U.S. Open, held at Pebble Beach Golf Links, began with a golf version of a 21-gun salute when 21 of Stewart's fellow players simultaneously hit balls into the Pacific Ocean. [15]

In 2001, Stewart was posthumously inducted into the World Golf Hall of Fame.

On June 8, 2005, a Florida state court jury in Orlando found that Learjet was not liable for the deaths of Stewart and his agents. [16]

Documentaries

The documentary series Mayday features this incident in the first episode of its 16th season. The episode, titled "Deadly Silence", was first aired on June 7, 2016. [17]

See also

Related Research Articles

<span class="mw-page-title-main">Delta Air Lines Flight 191</span> 1985 aviation accident

Delta Air Lines Flight 191 was a regularly scheduled Delta Air Lines domestic service from Fort Lauderdale, Florida, to Los Angeles, California, with an intermediate stop at Dallas/Fort Worth International Airport (DFW). On August 2, 1985, the Lockheed L-1011 TriStar operating Flight 191 encountered a microburst while on approach to land at DFW. The aircraft impacted ground just over one mile (1.6 km) short of the runway, struck a car near the airport, collided with two water tanks and disintegrated. Out of the 163 occupants on board, 137 people died and 25 others were injured in the crash.

<span class="mw-page-title-main">Delta Air Lines Flight 1141</span> 1988 aviation accident at DFW airport

Delta Air Lines Flight 1141 was a scheduled domestic passenger flight between Dallas Fort Worth International Airport, Texas, and Salt Lake City International Airport, Utah. On August 31, 1988, the flight, using a Boeing 727-200 series aircraft, crashed during takeoff at Dallas Fort Worth International Airport, resulting in 14 deaths and 76 injuries among the 108 on board.

<span class="mw-page-title-main">Air Canada Flight 797</span> 1983 flashover fire accident in Kentucky, US

Air Canada Flight 797 was an international passenger flight operating from Dallas/Fort Worth International Airport to Montréal–Dorval International Airport, with an intermediate stop at Toronto Pearson International Airport.

<span class="mw-page-title-main">Cabin pressurization</span> Process to maintain internal air pressure in aircraft or spacecraft

Cabin pressurization is a process in which conditioned air is pumped into the cabin of an aircraft or spacecraft in order to create a safe and comfortable environment for humans flying at high altitudes. For aircraft, this air is usually bled off from the gas turbine engines at the compressor stage, and for spacecraft, it is carried in high-pressure, often cryogenic, tanks. The air is cooled, humidified, and mixed with recirculated air by one or more environmental control systems before it is distributed to the cabin.

<span class="mw-page-title-main">Learjet 25</span> Business jet in the US

The Learjet 25 is an American ten-seat, twin-engine, high-speed business jet aircraft manufactured by Learjet. It is a stretched version of the Learjet 24.

<span class="mw-page-title-main">Helios Airways Flight 522</span> 2005 aviation accident in Grammatiko, Greece

Helios Airways Flight 522 was a scheduled passenger flight from Larnaca, Cyprus, to Prague, Czech Republic, with a stopover in Athens, Greece. Shortly after take-off on 14 August 2005, Nicosia air traffic control (ATC) lost contact with the aircraft operating the flight, named Olympia; it eventually crashed near Grammatiko, Greece, killing all 121 passengers and crew on board. It is the deadliest aviation accident in Greek history.

<span class="mw-page-title-main">Pinnacle Airlines Flight 3701</span> 2004 aviation accident

On October 14, 2004, Pinnacle Airlines Flight 3701 crashed near Jefferson City, Missouri, while flying from Little Rock National Airport to Minneapolis–Saint Paul International Airport. The two pilots, the only occupants, were killed. Federal investigators determined the crash was due to the pilots' unprofessional behavior and disregard for training and procedures.

<span class="mw-page-title-main">Eastern Air Lines Flight 212</span> 1974 aviation accident

Eastern Air Lines Flight 212 was a controlled flight into terrain accident of a McDonnell Douglas DC-9 during approach to Charlotte Douglas International Airport in North Carolina. The accident occurred on September 11, 1974, killing 72 of the 82 people on board. The scheduled flight was from Charleston Municipal Airport to Chicago O'Hare, with an intermediate stop in Charlotte.

<span class="mw-page-title-main">Learjet 35</span> Executive business jet series

The Learjet Model 35 and Model 36 are a series of American multi-role business jets and military transport aircraft manufactured by Learjet between 1973 and 1993. When used by the United States Air Force, they carry the designation C-21A. Learjet was acquired by Bombardier Aviation in 1990 and is now a subsidiary, so the aircraft is also known as the Bombardier Learjet 35.

<span class="mw-page-title-main">Fuel starvation</span> Problem affecting internal combustion engines

In an internal combustion engine, fuel starvation is the failure of the fuel system to supply sufficient fuel to allow the engine to run properly, for example due to blockage, vapor lock, contamination by water, malfunction of the fuel pump or incorrect operation, leading to loss of power or engine stoppage. There is still fuel in the tank(s), but it is unable to get to the engine(s) in sufficient quantity. By contrast, fuel exhaustion is an occurrence in which the vehicle in question becomes completely devoid of usable fuel, with results similar to those of fuel starvation.

<span class="mw-page-title-main">Emergency oxygen system</span> System for providing oxygen in an aircraft during an emergency

Aircraft emergency oxygen systems or air masks are emergency equipment fitted to pressurized commercial aircraft, intended for use when the cabin pressurisation system has failed and the cabin altitude has climbed above a safe level. It consists of a number of individual yellow oxygen masks stored in compartments near passenger seats and near areas like lavatories and galleys, and an oxygen source, like a centralized gaseous cylinder or decentralized chemical oxygen generator.

<span class="mw-page-title-main">TWA Flight 841 (1979)</span> 1979 aviation accident

TWA Flight 841 was a scheduled passenger flight from John F. Kennedy International Airport, New York City, en route to Minneapolis-Saint Paul International Airport in Minneapolis, Minnesota. On April 4, 1979, at or around 9:48 p.m. Eastern Standard Time, while flying over Saginaw, Michigan, the Boeing 727-31 airliner began a sharp, uncommanded roll to the right, and subsequently went into a spiral dive. The pilots were able to regain control of the aircraft and made an emergency landing at Detroit Metropolitan Airport.

<span class="mw-page-title-main">2000 Australia Beechcraft King Air crash</span> Aviation accident in Australia

On 4 September 2000, a chartered Beechcraft 200 Super King Air departed Perth for a flight to the mining town of Leonora, Western Australia. The aircraft crashed near Burketown, Queensland, Australia, resulting in the deaths of all eight occupants. During the flight, the aircraft climbed above its assigned altitude. When air traffic control (ATC) contacted the pilot, the pilot's speech had become significantly impaired, and he was unable to respond to instructions. Three aircraft intercepted the Beechcraft, but were unable to make radio contact. The aircraft continued flying on a straight north-easterly heading for five hours, before exhausting its fuel and crashing 40 mi (65 km) south-east of Burketown. The crash became known in the media as the "ghost flight".

<span class="mw-page-title-main">Southwest Airlines Flight 2294</span> 2009 aviation incident

Southwest Airlines Flight 2294 (WN2294/SWA2294) was a scheduled US passenger aircraft flight which suffered a rapid depressurization of the passenger cabin on July 13, 2009. The aircraft made an emergency landing at Yeager Airport in Charleston, West Virginia, with no fatalities or major injuries to passengers and crew. Investigation performed by the National Transportation Safety Board concluded that the accident was caused by a failure in the fuselage skin due to metal fatigue.

<span class="mw-page-title-main">UPS Airlines Flight 6</span> 2010 aviation accident in Dubai

On September 3, 2010, UPS Airlines Flight 6, the Boeing 747-400F flying the route between Dubai, United Arab Emirates, and Cologne, Germany, developed an in-flight fire, which caused the aircraft to crash, killing both crew members, the only people on board. It was the first fatal air crash for UPS Airlines. The accident prompted a re-evaluation of safety procedures protecting airliners from cockpit smoke.

<span class="mw-page-title-main">Southwest Airlines Flight 812</span> Non-fatal inflight emergency landing in Yuma, Arizona

Southwest Airlines Flight 812 was a Boeing 737-300 passenger jet that on April 1, 2011, suffered rapid depressurization while cruising at 34,000 ft (10,000 m) near Yuma, Arizona, leading to an emergency landing at Yuma International Airport. Two of the 122 people on board suffered minor injuries. The aircraft was operating Southwest Airlines' domestic scheduled service from Phoenix, Arizona, to Sacramento, California.

<span class="mw-page-title-main">LAM Mozambique Airlines Flight 470</span> 2013 deliberate crash in Namibia

LAM Mozambique Airlines Flight 470 was a scheduled international passenger flight from Maputo, Mozambique, to Luanda, Angola. Halfway through its flight on 29 November 2013, the Embraer E190 twinjet operating the service crashed into the Bwabwata National Park in Namibia, killing all 27 passengers and 6 crew on board.

<span class="mw-page-title-main">East Coast Jets Flight 81</span> 2008 aviation accident

East Coast Jets Flight 81 was a business jet flight operated by East Coast Jets that crashed on July 31, 2008 while attempting a go-around at Owatonna Degner Regional Airport near Owatonna, Minnesota, killing all eight occupants on board. The flight originated in Atlantic City International Airport, and was scheduled to land in Owatonna. The crew made a go-around attempt after the aircraft touched down, but it overran the runway, hit the instrument landing system localizer antenna at an altitude of approximately 5 ft (1.5 m), stalled and crashed, with the main wreckage coming to rest 2,400 ft (730 m) from the runway end.

<span class="mw-page-title-main">Southwest Airlines Flight 1380</span> 2018 aviation accident over Pennsylvania

Southwest Airlines Flight 1380 was a Boeing 737-700 that experienced a contained engine failure in the left CFM International CFM56 engine after departing from New York–LaGuardia Airport en route to Dallas Love Field on April 17, 2018. The engine cowl was broken in the failure, and cowl fragments damaged the fuselage, shattering a cabin window and causing explosive depressurization of the aircraft. Other fragments caused damage to the wing. The crew carried out an emergency descent and diverted to Philadelphia International Airport. One passenger was partially ejected from the aircraft and sustained fatal injuries, while eight other passengers sustained minor injuries. The aircraft was substantially damaged.

<span class="mw-page-title-main">2019 Alaska mid-air collision</span> Collision of two sightseeing flights over George Inlet, Alaska

On May 13, 2019, a de Havilland Canada DHC-2 Beaver floatplane operated by Mountain Air Service collided with a Taquan Air de Havilland Canada DHC-3 Turbine Otter floatplane over George Inlet, Alaska, United States. The DHC-2 broke up in mid-air with the loss of all four passengers and the pilot. The DHC-3 pilot was able to maintain partial control, but the aircraft sustained substantial damage in the collision and the subsequent forced landing; the pilot suffered minor injuries, nine passengers suffered serious injuries, and one passenger was killed. Both aircraft were conducting sightseeing flights under visual flight rules, which state that the pilot of each aircraft is responsible for visually ensuring adequate separation from other air traffic, commonly known as "see and avoid".

References

  1. ↑ "ASN Aircraft accident Learjet 35A N47BA Aberdeen, SD".
  2. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 "Board Meeting : Learjet Model 35, N47BA, near Aberdeen, South Dakota, October 25, 1999". ntsb.gov. National Transportation Safety Board. Archived from the original on April 28, 2017. Retrieved August 1, 2009.
  3. ↑ "DCA00MA005: Aberdeen, South Dakota, October 25, 1999" (PDF). National Transportation Safety Board. November 28, 2000. NTSB/AAB-00/01. Archived (PDF) from the original on April 22, 2016. Retrieved August 14, 2021.
  4. ↑ "Agent, a former Alabama QB, killed in Stewart plane crash". Deseret News. October 26, 1999. Retrieved June 30, 2022.
  5. ↑ "ESPN Golf Online: Agent, a former Alabama QB, killed in Stewart plane crash". www.espn.com. Retrieved June 30, 2022.
  6. ↑ "FIVE YEARS LATER..." Orlando Sentinel. October 24, 2004. Retrieved June 30, 2022.
  7. ↑ "FAA Registry (N47BA)". Federal Aviation Administration.
  8. ↑ Walsh, Edward; Claiborne, William (October 26, 1999). "Golfer Payne Stewart Dies in Jet Crash". Washington Post. p. A1. Retrieved April 19, 2007.
  9. ↑ "Investigators arrive at Payne Stewart crash site". CNN . Archived from the original on March 23, 2008. Retrieved January 15, 2007.
  10. ↑ Chrétien, Jean (2018). My Stories, My Times. Toronto: Random House Canada. pp. 62–63.
  11. ↑ Cushman, Anna (February 4, 2000). "Cockpit Voice Recorder 12 - Group Chairman Factual Report" (PDF). National Transportation Safety Board. DCA00MA005. Archived (PDF) from the original on August 14, 2021. Retrieved August 14, 2021.
  12. ↑ Smith, Ray. "NTSB Board presentation". ntsb.gov. NTSB. Archived from the original on September 2, 2009. Retrieved August 1, 2009.
  13. ↑ "NTSB Major Investigations summary web page". ntsb.gov. National Transportation Safety Board. Archived from the original on August 26, 2009. Retrieved August 1, 2009.
  14. 1 2 Merrill, Elizabeth (June 16, 2009). "In his father's footsteps". Outside the Lines . ESPN.com. Archived from the original on June 18, 2009. Retrieved June 16, 2009.
  15. ↑ "A '21-Tee Salute' For Stewart". www.cbsnews.com. June 14, 2000. Retrieved February 6, 2019.
  16. ↑ "Bombardier Not Negligent in Payne Stewart Crash". aviationweek.com. June 13, 2005. Archived from the original on July 7, 2011. Retrieved December 15, 2010.
  17. ↑ Mayday - Air Crash Investigation (S01-S22) , retrieved February 16, 2024

PD-icon.svg This article incorporates public domain material from websites or documents of the National Transportation Safety Board .

This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.