A UPS freighter that erupted into a massive fireball in Louisville—an accident that claimed fourteen lives—was later found to have been weakened by what investigators described as long-developing metal fatigue.
According to a preliminary report released on Thursday, the 34-year-old McDonnell Douglas MD-11 had developed structural cracks in the components that secured its left engine to the aircraft. The investigators’ findings noted that fatigue damage was present alongside areas that showed signs of sudden overstress, all located within the engine-mount assembly.
The trouble came to a head on November 4 as the aircraft accelerated down the runway at Louisville Muhammad Ali International Airport, preparing for a scheduled flight to Hawaii. During the takeoff roll, the General Electric powerplant separated completely from its left-side pylon—the structure that links the engine to the wing. After breaking free, the engine arced over the fuselage and slammed into the ground, igniting a fire.
A second fire began almost immediately around the left pylon area and continued burning as the situation deteriorated. Flames spread rapidly, and despite the crew’s efforts, the aircraft crashed moments later. All three people on board were killed, along with eleven individuals on the ground. Twenty-three others sustained injuries.
Photographs included with the NTSB’s preliminary summary show flames erupting only seconds after the engine tore away, indicating that the impact of the detached engine may have ruptured fuel systems or lines.
Even though the left side of the aircraft was engulfed, the jet still managed to lift off briefly and clear the airport boundary fence. But it climbed only about thirty feet before losing its ability to gain altitude, the report said. An air-traffic controller who witnessed the attempt told investigators that the aircraft appeared to reach normal takeoff speed but simply could not climb. Another observer recalled seeing the jet level off, lose height, and then roll slightly left before descending uncontrollably.
Upon impact, the freighter plowed through a storage yard and struck two buildings, one of which was a petroleum-recycling facility. Much of the wreckage was consumed by fire.
Investigators have not yet determined when the fatigue cracks originated. The NTSB noted that the engine-mount area had last undergone a detailed inspection in 2021 and was not scheduled for another until the aircraft had completed an additional 7,000 flight cycles. A routine visual inspection of the left pylon was carried out by UPS maintenance just a week before the crash, on October 28.
Former federal crash investigator Jeff Guzzetti told the Associated Press that UPS appeared to be following existing inspection intervals, but he suggested regulators may now reconsider whether those intervals are sufficient in light of the accident.
Pinpointing the exact origin of these cracks remains a challenge, leaving open the question of whether they were present, yet undetected, during previous inspections.
As aviation expert John Cox explained, fatigue cracks are essentially a form of "normal wear and tear on an aircraft." He elaborated that metal components, such as an engine mount that constantly vibrates during flight, will inevitably develop microscopic cracks over time. For Cox, the critical issue is not if they occur, but determining the optimal frequency of inspections and the necessary maintenance to address them.
This perspective was countered by attorney Robert Clifford, who told the Louisville Courier Journal that the NTSB's findings indicate the aircraft was "old, tired and well beyond its useful life." Clifford, who brings 45 years of experience representing families in airline crashes and is involved in this case, stated, “Metal fatigue can happen over time and should be detected upon proper safety investigations and inspections.” He went on to suggest a direct link, saying, “The failure to properly detect the fatigue fractures could easily be the reason why there was an ultimate failure of the pylon used to attach the engine to the wing.”
In a public response, UPS issued a statement on Thursday expressing that the company continues to “grieve for the lives lost in the tragic accident involving Flight 2976.” The shipping giant also highlighted that it had “proactively grounded its MD-11 fleet out of an abundance of caution” immediately after the crash. The statement concluded, “We appreciate the National Transportation Safety Board's prompt release of preliminary findings and will fully support the investigation through its conclusion.”
Investigators are expected to release a final report approximately one year after the accident.
Other Expert Witnesses and Commentators
Jeff Guzzetti: He is identified as a "Former federal crash investigator." This gives his comments significant weight. While not explicitly called an "expert witness" in the text, his background makes him a prime candidate to be one. His role is more aligned with that of an independent analyst or former regulator providing context. He suggested that while UPS followed the rules, the rules themselves might need to change.
Robert Clifford is explicitly identified as an attorney who "has represented families in commercial airline crashes for 45 years and has been retained by victims of the UPS crash." This is a crucial distinction.
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