Canadair CL-600-2B19 accident near Byers, Kansas, July 26, 1993
On July 26, 1993 at about 6:52 pm local time, a Canadair CL-600-2B19, registered CFCRJ, was destroyed in an accident near Byers, Kansas. It was a flight test under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE CAPTAIN'S FAILURE TO ADHERE TO THE AGREED UPON FLIGHT TEST PLAN FOR ENDING THE TEST MANEUVER AT THE ONSET OF PRESTALL STICK SHAKER, AND THE FLIGHTCREW'S FAILURE TO ASSURE THAT ALL REQUIRED SWITCHES WERE PROPERLY POSITIONED FOR ANTI-SPIN CHUTE DEPLOYMENT. A FACTOR WHICH CONTRIBUTED TO THE ACCIDENT WAS THE INADEQUATE DESIGN OF THE ANTI-SPIN CHUTE SYSTEM WHICH ALLOWED DEPLOYMENT OF THE CHUTE WITH THE HYDRAULIC LOCK SWITCH IN THE UNLOCKED POSITION. (WHEN IN THE UNLOCKED POSITION, THE HOOKS CLASPING THE CHUTE SHACKLE TO THE AIRFRAME ARE OPEN.)
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 1993 · about 6:52 pm local time
- Place
- Byers, Kansas · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Canadair CL-600-2B19 CL-600-2B1 · all CL-600-2B19s on the register
- Registration
- CFCRJ · no longer on the register · serial 7001
- Damage
- Destroyed
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE CREW WAS PERFORMING A LATERAL & DIRECTIONAL STABILITY TEST. CHANGES FROM EARLIER TESTS COMBINED NEW LEADING EDGE FAIRING, NEW FLAP SETTING, LOWER REFERENCE AIRSPEED, AND TRIAL SETTINGS FOR THE STALL PROTECTION SYSTEM (SHAKER & PUSHER). ENGINEERS HAD BRIEFED THE CREW DATA WOULD BE SUFFICIENT IF THE STEADY HEADING SIDESLIP (SHSS) MANEUVER ENDED AT A 15 DEG SIDESLIP, OR AT ONSET OF STALL WARNING; CREW AGREED TO END AT STALL WARNING. DURING THE TEST THE CAPT CONTINUED PAST STALL WARNING TO 21 DEG SIDESLIP AT FULL RUDDER. THE AIRPLANE ROLLED RAPIDLY THROUGH 360 DEG & ENTERED A DEEP STALL. THE COPILOT ATTEMPTED TO DEPLOY THE ANTI-SPIN CHUTE. HOWEVER, ALL THE CHUTE SYSTEM COCKPIT SWITCHES WERE NOT PROPERLY PRESET; INSTEAD OF ASSISTING RECOVERY, THE CHUTE PARTED FROM THE AIRPLANE. FULL CONTROL WAS NOT REGAINED BEFORE IMPACT. THE CHUTE SYSTEM DESIGN ALLOWED DEPLOYMENT OF THE CHUTE EVEN WHEN THE HYD LOCK SWITCH WAS IN THE UNLOCKED POSITION & THE HOOKS CLASPING THE CHUTE SHACKLE TO THE AIRFRAME WERE OPEN. SYSTEM TESTED OK BEFORE FLIGHT.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot, foreign licence
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,836 hours in all; 875 in this make and model; 91 in the last 90 days; 24 in the last 30 days; 2,699 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 771 hours
- Last inspection: continuous airworthiness programme, June 1, 1993; 17 hours since
- Maximum gross weight: 53,000 lb
- Seats: 5
- Landing gear: retractable
- Engine: Ge CF-34-3A1 (turbofan); 0 hours total
- Fire on the ground
The flight
- Departed from: ICT Wichita KS at 6:31 pm
- Destination: ICT Wichita KS
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 15 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 6:56 pm from GBD, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.