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Pan Am Flight 759

9 Jul 1982 · Near New Orleans International Airport, Kenner, Louisiana, United States

Pan American World A/W Boeing 727-235 · Crashed on takeoff due to microburst-induced wind shear

From Miami International Airport (MIA) to San Diego International Airport (SAN)

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Event

NTSB case
DCA82AA028
Event typeAccident: someone killed or seriously injured, or the aircraft substantially damaged (NTSB definition). Incident: an occurrence that affected or could have affected safety, short of that. Glossary
Accident
InvestigationHow far the investigation had got when the record was published: preliminary, ongoing, final or completed. Unknown where the source does not say. Glossary
Completed
Event fatalities
153 · all aircraft and ground
Ground fatalities
8
Occupants
145
Survivors
0
InjuriesFatal: death within 30 days. Serious: over 48 hours in hospital within a week, most broken bones, severe bleeding, nerve or organ damage, or serious burns. Minor: anything less. Glossary
4 · all on the ground
OperationWhat kind of flying it was, grouped by the rules it flew under: airline (US Part 121), air taxi and commuter (Part 135), general aviation (Part 91 and similar), military or government. Glossary
Airline
WeatherVisual meteorological conditions (VMC): good enough to fly by looking outside. Instrument conditions (IMC): cloud or low visibility, flying by instruments. Glossary
Visual Meteorological Cond

Boeing 727-235

Flight
PA759
Aircraft type
Boeing 727
Category
Airplane
RegistrationThe aircraft's tail number, such as N12345 or G-ABCD. Registrations are reissued, so the same one years apart can be a different aircraft. Glossary
N4737
Onboard fatalities
Unknown
Route
From Miami International Airport (MIA)To San Diego International Airport (SAN)
Aircraft age
Not recorded
Flight rulesThe regulations the flight operated under: in the US, Part 91 (general aviation), Part 121 (airlines), Part 135 (air taxi and commuter) and others; for flights abroad, the NTSB's coarser commercial or non-commercial code. Glossary
Part 121: Air Carrier
Phase of flightThe stage of the flight when things started to go wrong: standing, taxi, takeoff, initial climb, en route, maneuvering, approach or landing. Glossary
Initial climb
First occurrenceThe single coded event the NTSB judges best describes what happened (records from 2008 on). Older records name the first occurrence in the sequence instead. Glossary
In flight collision with object
DamageDestroyed: beyond practical repair. Substantial: damage that affects the structure, performance or handling and normally needs major repair. Minor: less than that. Glossary
Destroyed

Cause areas

  • Weather condition
  • Weather condition › Downdraft
  • Weather condition › Unfavorable wind
  • Weather condition › Windshear

Approximate · Coordinates from the Wikipedia article; not checked against an investigation report.

From the Wikipedia article

Pan Am Flight 759 was a regularly scheduled domestic passenger flight from Miami to San Diego, with en route stops in New Orleans and Las Vegas. On July 9, 1982, the Boeing 727 flying this route crashed in the New Orleans suburb of Kenner after being forced down by a microburst shortly after takeoff. All 145 on board, as well as eight people on the ground, were killed.

Accident

The weather forecast issued at 07:40 on July 9 by the New Orleans National Meteorological Center contained thunderstorms, possible severe turbulence, icing, and wind shear. The weather chart at 18:00 local time identified a high pressure system located 60 nmi off the Louisiana coast. No fronts or low pressure areas were within 100 nmi of the airport. The forecast between 1200 and 2200 indicated "scattered clouds, variable to broken clouds at 3000 ft, thunderstorms, and moderate rain showers." According to the NWS (National Weather Service), there were no severe weather warnings for the time and area of the accident.

Flight 759 began its takeoff from Runway 10 at the New Orleans International Airport (now Louis Armstrong New Orleans International), in Kenner, Louisiana at 16:07:57 central daylight time, bound for Las Vegas, Nevada. At the time of Flight 759's takeoff, there were thunderstorms over the east of the airport and east-northeast of the departure end of runway 10. The winds were reported to be "gusty and swirling." First Officer Pierce was the pilot flying and Captain McCullers was the pilot monitoring, as recorded on the aircraft's cockpit voice recorder (CVR):

Flight 759 lifted off the runway, climbed to an altitude of between 95 and 150 ft, and then began to descend. About 2376 ft from the end of runway, the aircraft struck a line of trees at an altitude of about 50 ft. The aircraft continued descending for another 2234 ft, hitting trees and houses. At 16:09:01, the aircraft crashed into the residential area of Kenner, about 4610 ft from the end of the runway. Flight 759 initially struck a house at 1624 Fairway Street, destroying it. The plane broke apart as it went across two and a half blocks, tearing diagonally across Hudson Street, 17th Street, and Taylor Street.

The aircraft was destroyed by the impact, explosion, and subsequent ground fire. A total of 153 people were killed (all 145 passengers and crew on board and 8 on the ground). Another four people on the ground sustained injuries. In one of the destroyed houses, a 16-month-old baby girl was discovered in a crib covered with debris that protected her from the flames, sustaining only minor burns. The child's mother and 4-year-old sister were killed; the father was at work when the accident occurred. In all, six houses were demolished, while five houses sustained significant damage. Most of the homes have since been rebuilt.

Investigation and cause

Investigation

The National Transportation Safety Board (NTSB) determined that the probable cause of the accident was the aircraft's encounter with microburst-induced wind shear during the liftoff, which imposed a downdraft and a decreasing headwind, the effects of which the pilot would have had difficulty recognizing and reacting to in time for the aircraft's descent to be stopped before its impact with trees. Contributing to the accident was the limited capability of then current wind shear detection technology. The investigation noted the failure of the US Government to "put out proper weather information that day and to maintain wind shear detection devices at the airport." The New York Times reported that:

According to witnesses, a wind shear alert was mentioned on New Orleans Airport radio frequencies on July 9, before Flight 759 took off. But the flight crew had been briefed with a recorded weather advisory that was two hours old, though airport routine is for hourly recordings of weather information. There were no procedures at the airport for advising flight crews that updated weather announcements were available.

As a result, millions of dollars were paid out as compensation to various families affected by the crash. Flight 759, along with Delta Air Lines Flight 191 which crashed due to similar circumstances three years later, led to the development of the Airborne wind shear detection and alert system and the Federal Aviation Administration mandate to install windshear detection systems at airports and on board aircraft in the U.S. by 1993.

Text from the Wikipedia article “Pan Am Flight 759” (revision 1373887710, retrieved 2026-09-18) by its authors, under CC BY-SA 4.0. Extracted as plain text: references, tables, images and some sections are left out. Read the article

NTSB narrative

The Safety Board's full report on this investigation is provided as Aviation Accident Report number AAR-83-02. To obtain a copy of this report, or to view the executive summary online, please see the Web site at http://www.ntsb.gov/publictn/publictn.htm

THE ACFT, PAN AM FLT 759, WAS ON A SCHEDULED FLT FROM MIAMI, FL TO LAS VEGAS, NV, WITH AN EN ROUTE STOP AT NEW ORLEANS, LA. WITH AN ACFT GROSS WT OF APRX 170,000 LBS, THE CAPT WAS REQUIRED TO USE RWY 10 FOR TKOF. VIP LVL 3 WX ECHOS WERE LOCATED EAST OF THE RWY, BUT NO LIGHTNING OR THUNDER WAS EVIDENT. THERE WERE SHOWERS OVR THE EAST END OF THE RWY & THE WNDS WERE GSTY, VARIABLE & SWIRLING. AFTR TAKOF, THE ACFT CLIMBED TO APRX 95 TO 150 AGL, THEN BGN TO DESCEND. THE ACFT STRUCK TREES APRX 2376 FT BYD THE DEP END OF THE RWY, ABOUT 50 FT AGL, THEN CONTD ANOTHER 2234 FT, HITTING TREES & HOUSES. THE ACFT WAS DESTROYED BY IMPACT, EXPLOSION & FIRE. AN INVESTIGATION REVEALED THE ACFT HAD ENCTRD A DECREASING HDWND SHEAR CAUSED BY DIVERGING FLOW FROM A MICROBURST WHICH OCCURRED ON THE ARPT. THE WND SHEAR WAS NOT DETECTED BY THE LOW LVL WND SHEAR ALERT SYS TIL AFTER FLT 759 BGN ITS TKOF.

Verbatim NTSB analysis from the NTSB dataset

Sources

Wikipedia article: Pan Am Flight 759
Article
Pan Am Flight 759
Revision
1373887710 · 2026-09-08 · retrieved 2026-09-18
Wikidata
Q2254983
Licence
Text CC BY-SA 4.0, by the article's authors; Wikidata CC0; town positions GeoNames (CC BY 4.0)
NTSB record DCA82AA028
Event ID
20020917X03104
Case number
DCA82AA028
Dataset
historical-pre2008
Source SHA-256
89e2df6d848e7ab3b42e7d7c7a03ff403303057a26ca04c95b3ea67201c3ce74
Where each value comes from
Record
Wikipedia article "Pan Am Flight 759" (page 924088, revision 1373887710); merged with NTSB case DCA82AA028 (events / aircraft)
Date
NTSB record DCA82AA028: NTSB API eventDate, eventTimeUtc and eventTimeUtcOffsetHours (local date)
Place and country
Wikipedia infobox: site; country from NTSB record DCA82AA028
Map position
Wikipedia: Wikipedia article coordinates
Aircraft, operator and route
NTSB record DCA82AA028: aircraft; gaps from Wikipedia infobox: aircraft type, registration, operator, origin and destination; route airports from the linked airport articles' Wikidata codes (OurAirports)
Operation
NTSB record DCA82AA028: operated under Part 121: Air Carrier
Fatalities
NTSB record DCA82AA028: NTSB API totalFatal
Ground fatalities
NTSB record DCA82AA028: NTSB API ongroundFatal
Summary
Wikipedia infobox: summary
Source notes (3)
  • One occurrence in two sources, merged: the Wikipedia article "Pan Am Flight 759" and NTSB case DCA82AA028, matched by the same aircraft registration and date. For this US event the NTSB's values are used where the two differ; each value names its source.
  • Filled from the NTSB case API where the bulk record had no value: investigation status. Values present in the bulk record are kept.
  • The date is the local date, which is the same as the UTC date the NTSB stores.