Mcdonnell Douglas DC-9-82 and Cessna 441 accident near Bridgeton, Missouri, November 23, 1994
On November 23, 1994 at about 4:03 am local time, 2 aircraft, Mcdonnell Douglas DC-9-82 (N954U) and Cessna 441 (N441KM), were involved in the same accident near Bridgeton, Missouri (Lambert-St. Louis Intl airport). 2 people were killed; 140 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Cessna 441 pilot's mistaken belief that his assigned departure runway was runway 30R, which resulted in his undetected entrance onto runway 30R, which was being used by the MD-82 for its departure. Contributing to the accident was the lack of Automatic Terminal Information Service and other air traffic control (ATC) information regarding the occasional use of runway 31 for departure. The installation and utilization of Airport Surface Detection Equipment (ASDE-3), and particularly ASDE-3 enhanced with the Airport Movement Area Safety System (AMASS), could have prevented this accident. (NTSB Report AAR-95/05)
The Cessna 441 pilot's mistaken belief that his assigned departure runway was runway 30R, which resulted in his undetected entrance onto runway 30R, which was being used by the MD-82 for its departure. Contributing to the accident was the lack of Automatic Terminal Information Service and other air traffic control (ATC) information regarding the occasional use of runway 31 for departure. The installation and utilization of Airport Surface Detection Equipment (ASDE-3), and particularly ASDE-3 enhanced with the Airport Movement Area Safety System (AMASS), could have prevented this accident. (NTSB Report AAR-95/05)
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 1994 · about 4:03 am local time
- Place
- Bridgeton, Missouri · Lambert-St. Louis Intl
- Type
- Accident · collision on the ground
- Injuries
- 2 people were killed; 140 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Mcdonnell Douglas DC-9-82 · all DC-9-82s on the register
- Registration
- N954U · no longer on the register · serial 49426
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
- Aircraft 2
- Cessna 441 · all 441s on the register
- Registration
- N441KM · registry record · serial 441-0196
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative for the Mcdonnell Douglas DC-9-82 final · quoted from the NTSB record
During the takeoff roll on runway 30R, the MD-82, N954U, collided with the Cessna 441, N441KM, which was positioned on the runway waiting for takeoff clearance. The pilot of the Cessna acted on an apparently preconceived idea that he would use his arrival runway, runway 30R, for departure. After receiving taxi clearance to back-taxi into position and hold on runway 31, the pilot taxied into a position at an intersection on runway 30R, which was the assigned departure runway for the MD-82. The ATIS current at the time the Cessna pilot was operating in the Lambert-St. Louis area listed runways 30R and 30L as the active runways for arrivals and departures; there was no mention of the occasional use of runway 31. Air traffic control personnel were not able to maintain visual contact with the Cessna after it taxied from the well-lighted ramp area into the runway/taxiway environment of the northeast portion of the airport. An operational ASDE-3, particularly ASDE-3 enhanced with AMASS, could be used to supplement visual scan of the northeast portion of the airport.
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 NTSB's narrative for the Cessna 441 final · quoted from the NTSB record
During the takeoff roll on runway 30R, the MD-82, N954U, collided with the Cessna 441, N441KM, which was positioned on the runway waiting for takeoff clearance. The pilot of the Cessna acted on an apparently preconceived idea that he would use his arrival runway, runway 30R, for departure. After receiving taxi clearance to back-taxi into position and hold on runway 31, the pilot taxied into a position at an intersection on runway 30R, which was the assigned departure runway for the MD-82. The ATIS current at the time the Cessna pilot was operating in the Lambert-St. Louis area listed runways 30R and 30L as the active runways for arrivals and departures; there was no mention of the occasional use of runway 31. Air traffic control personnel were not able to maintain visual contact with the Cessna after it taxied from the well-lighted ramp area into the runway/taxiway environment of the northeast portion of the airport. An operational ASDE-3, particularly ASDE-3 enhanced with AMASS, could be used to supplement visual scan of the northeast portion of the airport.
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 for the Mcdonnell Douglas DC-9-82 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 18,651 hours in all; 3,178 in this make and model; 168 in the last 90 days; 34 in the last 30 days; 6,461 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 21,438 hours
- Last inspection: continuous airworthiness programme, November 11, 1994; 77 hours since
- Maximum gross weight: 149,500 lb
- Seats: 140
- Landing gear: retractable
- Engine: P&W JT8D-200 (turbofan); 0 hours total
- Operator: Trans World Airlines, INC.
The flight
- Destination: DEN Denver CO
- Flight plan: IFR
- Runway 30R, 9,003 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 270° at 8 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 3:51 am from STL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 8 | |||
| Passengers | 132 |
The factual record for the Cessna 441 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,940 hours in all; 2,060 in this make and model; 155 in the last 90 days; 64 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,779 hours
- Last inspection: approved inspection programme, July 1, 1994
- Maximum gross weight: 6,800 lb
- Seats: 10
- Landing gear: retractable
- Engine: Airesearch TPE331 (turboprop); 0 hours total
- Operator: Superior Aviation, INC.
The flight
- Departed from: STL
- Destination: IMT Iron Mountain MI
- Flight plan: IFR
- Runway 30R, 9,003 ft by 150 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.