https://avherald.com/h?article=52f5748f&opt=0 The Aviation Herald Last Update: Wednesday, Nov 5th 2025 20:24Z 32136 Articles available Events from Mar 23rd 1994 to Nov 4th 2025 www.avherald.com Incidents and News in Aviation Next Sort list List Earlier List by: by currently Filter: Crashes Accidents Incidents News Reports [ ] search Article Occurrence sorted by On On On On On date Update --------------------------------------------------------------------- Germanwings: Die Crash: UPS MD11 at Louisville on Nov 4th 2025, burst into flames on Untersuchung/The takeoff Investigation --------------------------- By Simon Hradecky, created Wednesday, Nov 5th 2025 07:11Z, last The Aviation Herald Apps updated Wednesday, Nov 5th 2025 20:24Z Android and iOS A UPS United Parcel Service McDonnell Douglas MD-11, registration AVHAPP on Android and iOS N259UP performing flight 5X-2976 from Louisville,KY to Honolulu,HI Support The Aviation Herald (USA) with 3 crew, was accelerating for takeoff from Louisville's runway 17R at 17:13L (22:13Z) when the aircraft impacted ground and Euro came to a rest at approximate position N38.146 W85.734 about 0.57nm Support The Aviation Herald past the runway end and about 0.09nm to the left of the extended runway centerline bursting into flames. All three on board perished, US$ 4 fatalities on the ground are confirmed and 11 injuries on the Support The Aviation Herald ground reported, too. Interview: The aircraft had already been handed off to departure frequency but The human factor named did not report on departure frequency anymore. "Simon Hradecky" and the team of man and machine According to ADS-B data the aircraft achieved 185 knots over ground near the aiming markers runway 35L still on the runway centerline but never became airborne. According to pictorial evidence engine #1 (left hand engine, CF6) separated the airframe during rotation for takeoff, the departure of that engine may also have failed the center engine #2. The FAA reported: "UPS Flight 2976 crashed around 5:15 p.m. local time on Tuesday, Nov. 4, after departing from Louisville Muhammad Ali International Airport in Kentucky. The McDonnell Douglas MD-11 was headed to Daniel K. Inouye International Airport in Honolulu. The FAA and NTSB will investigate." Ground observers reported the aircraft had been delayed for about two hours for work on the left hand engine (engine #1), the engine #1 separated during the takeoff run, the center engine emitted streaks of flames, the aircraft impacted a UPS warehouse and ploughed through other facilities before coming to rest in a large plume of fire and smoke. The local governor reported the plane hit two businesses near the airport, the three occupants of the aircraft died, 4 people on the ground are confirmed dead, the death toll could rise. At least 11 people are treated in hospitals for in part serious injuries, that number might rise further, too. The aircraft with 38000 gallons of fuel climbed to about 175 feet AGL before descending again. UPS reported they are halting package sorting at Louisville. The NTSB reported: "NTSB is launching a go-team to investigate Tuesday s crash of a UPS MD-11 cargo aircraft, Flight 2976 near Louisville, Kentucky. NTSB Board Member Todd Inman will serve as the on-scene spokesperson. The investigative team is scheduled to arrive in Kentucky tomorrow. A media briefing will be held tomorrow, with the time and location to be announced." On Nov 5th 2025 20:00Z the NTSB reported in a press conference, the cockpit voice recorder and flight data recorder have been identified, show some limited fire damage, the NTSB is hopeful to be able to read the recorders out but won't be able to tell before the recorders have been prepared for readout at the NTSB lab. After being cleared for takeoff a large plume of fire occurred at the left hand side, the aircraft gained enough height to clear the airport perimeter fence before impacting a building. The CCTV show the left hand engine separated from the aircraft during the takeoff run. The debris field is about half a mile long. The NTSB is also looking into maintenance of the aircraft. Another briefing will be held on Thursday, which will be the first full day on scene for the NTSB, which is anticipated to stay on scene for a week. End of Media briefing. Related NOTAMs: !SDF 11/010 SDF RWY 17L/35R CLSD 2511031730-2511040300 !SDF 11/031 SDF RWY 35L ALS U/S 2511041300-2511041800 !SDF 11/038 SDF AD AP CLSD 2511042230-2511051200 !SDF 11/077 SDF RWY 17L/35R CLSD 2511050624-2511080300 Metars: KSDF 050056Z 15005KT 10SM SCT026 SCT250 13/05 A3020 RMK AO2 SLP227 FU SCT026 T01280050= KSDF 050028Z 15005KT 10SM SCT026 BKN250 13/05 A3020 RMK AO2 FU SCT026 T01330050= KSDF 042356Z 14004KT 10SM FEW022 BKN026 BKN250 14/06 A3021 RMK AO2 SLP229 FU BKN026 T01390056 10183 20133 56007= KSDF 042303Z 16008KT 10SM FEW021 BKN028 BKN032 BKN250 16/05 A3021 RMK AO2 FU BKN028 T01560050= KSDF 042256Z 17006KT 10SM SCT032 BKN250 16/05 A3021 RMK AO2 SLP230 FU SCT032 T01560050= KSDF 042156Z 12006KT 10SM SCT200 BKN250 17/05 A3022 RMK AO2 SLP233 T01670050= KSDF 042056Z 15006KT 10SM FEW200 BKN250 17/04 A3023 RMK AO2 SLP237 T01720044 56028= KSDF 041956Z 14006KT 10SM FEW200 BKN250 18/04 A3025 RMK AO2 SLP241 T01780044= KSDF 041856Z 15007KT 10SM FEW200 BKN250 18/02 A3028 RMK AO2 SLP253 T01780022= KSDF 041756Z 17008KT 10SM FEW200 BKN250 17/02 A3031 RMK AO2 SLP264 T01670022 10167 20033 58028= CCTV recording of initial impact: https://www.youtube.com/watch?v=1hI2RxfCmhE Another CCTV recording of final stages of takeoff run and initial impact: https://www.youtube.com/watch?v=CmePrd7PkYI CCTV camera footage of last stages of takeoff run and crash sequence included in News Coverage (Video: WHAS11): https://www.youtube.com/watch?v=v0cmrFJ6mN8 NTSB Media Briefing #1 (Video: NTSB): https://www.youtube.com/watch?v=Rw6CtQJckzE Engine #1 at the side of the runway: Engine #1 at the side of the runway Aerial overview of crash site: Aerial overview of crash site Map (Graphics: AVH/Google Earth): Map (Graphics: AVH/Google Earth) --------------------------------------------------------------------- Reader Comments: (the comments posted below do not reflect the view of The Aviation Herald but represent the view of the various posters) --------------------------------------------------------------------- By Lee on Wednesday, Nov 5th 2025 21:55Z JD is 100% correct; there is nothing wrong with them pointing out obvious issues with that particular culture and how they approach a large scale event. They have much to learn in that regard. --------------------------------------------------------------------- By Marc on Wednesday, Nov 5th 2025 21:55Z << never became airborne >> or <> ? --------------------------------------------------------------------- @JD By BG on Wednesday, Nov 5th 2025 21:44Z What an absolutely stupid and arrogant comment. --------------------------------------------------------------------- Hole in the rear section By CSN on Wednesday, Nov 5th 2025 21:24Z @dog the hole in the rear area looks like to be more in the large 5 stage LPT section. The smaller 2 stage HPT section looks not that bad...which is more critical...spinning with way more RPMs on that 2 shaft engines. Possible that we see here dented core cowl debris or damages caused by separation / impact. The rear mount is on the exhaust case / OGV. The HPC section looks wild... According to the core, debris positions near the runway, i would say the core broke first in the rear from pylon resulting in separation from intermediate case / fan case, causing demage on wing, structure. This is a terrible day for the whole aviation industry --------------------------------------------------------------------- Life limited parts, maintenance, overhaul By Anon on Wednesday, Nov 5th 2025 20:44Z The MD-11 has the highest rated variants of the CF6-80C2 engine. The 0f6-8002 has at least 20 Life Limited pants. LPT disks varying from 17,400-20,000 EFC. HPC disks/spools 15,000-20,000 EFC. HPT disk and rotating stage seals between 9,000-15,000 EFC. The engines on this AC were: 3 x 6E CF6-80C2D1F Since it's the F designation it has a FADEC rather than Power management controls (PMC): Generally the -D1F will get 30- 40% more on-wing time than a PMC due to higher EGT margin. You re dealing with an older Block one engine here. The build Standard of recently manufactured engines is superior to engines built in the early and mid-1980s and 1990 s. Will be is interesting get the full run down from MRO standpoint. --------------------------------------------------------------------- By (anonymous) on Wednesday, Nov 5th 2025 20:41Z Here we go again, keyboard accident investigators trying to crack the case just hours after it happened. --------------------------------------------------------------------- METAR Temps By David Cornutt on Wednesday, Nov 5th 2025 20:37Z @Captain Crunch, yeah, those temperatures are Celsius. --------------------------------------------------------------------- Reasons for #2 stall By Kai Petzke on Wednesday, Nov 5th 2025 20:05Z "badman" suggests, that the surge of the #2 engine could have resulted from a lack of oxygen due to the big fuel fire on the left wing, where engine #1 came off. Yes, this is possible. Another possibility is, that soot from the #1 fire blocked important air pathways in #2. Or the heat from the fire and/or the changed aerodynamics from the missing engine disturbed the airflow into #2. Or debris from the #1 explosion damaged #2. Most likely, it was a combination of all of these, that lead to the quick failure of the #2 engine after #1. To determine, which of the aforementioned issues were key in propagating the failure, will keep the accident investigators busy for the time to come. --------------------------------------------------------------------- @David Cornutt By Jidosha on Wednesday, Nov 5th 2025 19:33Z Not even remotely odd. The cowlings and bypass duct are not that robust, the CF6-80C2 is close to 10,000lbs. I would expect any engine that is dropped off of an aircraft at V1 or above to tumble hundreds of feet and shed most if not all of the duct and cowl parts. --------------------------------------------------------------------- Differences in Culture By JD on Wednesday, Nov 5th 2025 19:09Z In 2025 we have had two major crashes of heavy transport aircraft just after takeoff. Everyone is about to witness the difference in culture between the US and India by how they handle this. The US are open, safety-minded and fast to act, with their primary concern being the safety of aviation and the travelling public. Contrast with India who were obstructive, secretive and slow. JD --------------------------------------------------------------------- By Lee on Wednesday, Nov 5th 2025 18:45Z CF6 tech here, it is highly unlikely that a modern turbine engine would separate from an aircraft like this on its own. Last time this happened was in 1993. Yes there are mechanical fuses if the engine is on fire , but that takes a good 5 minutes to melt the metal. That others are discussing recent engine removal work on this hull, is chilling. I pray they did not use a forklift for the installation of the engine, onwing. Any tech who even touched the engine, right now is crapping their pants. It's not a fun time at all and some will need time off, until a prelim report comes out. The stress is real. --------------------------------------------------------------------- RE: Disturbing and Fascinating footage By DC8 Mech on Wednesday, Nov 5th 2025 18:45Z Littlecupcakes. I would say the last accident I am aware of with footage this clear and equally devastating was probably National Airlines flight NCR102. The leaps and bounds in tech are great tools for investigators. The videos are hard to watch, and are even worse when you have worked, coworkers, friends, or family on the accident aircraft --------------------------------------------------------------------- Don't trust ADS-B altimeter readings By dmn on Wednesday, Nov 5th 2025 18:07Z For the people that try to use ADS-B altimeter readings for their calculation of the flight profile: Don't. At that point the aircraft (and thus the static ports) are basically right next to an explosion/ fireball and its related pressure waves, causing huge disturbances in the altimeter readings. We can all see from the videos that the aircraft barely became airborne... --------------------------------------------------------------------- Pylon Inspection With Engine Removal By JJones on Wednesday, Nov 5th 2025 17:59Z The maintenance work that occurred in San Antonio included pylon inspection and engine removal and installation. I have images of pylon schematics for Simon if wanted. --------------------------------------------------------------------- Careful with Turbine Uncontainment By Dog on Wednesday, Nov 5th 2025 17:58Z One perspective in the apparent hole in the case back in the turbine region. This is typically where the aft engine mount is located. The hole may have been generated by tearing the mount structure out of the case during the engine separation and perhaps not the result of an uncontained turbine disk. --------------------------------------------------------------------- @Captain Crunch on Wednesday, Nov 5th 2025 16:54Z By Horstroad on Wednesday, Nov 5th 2025 17:42Z If you don't trust your math skills, look at the video evidence ;) They didn't climb like at all. 55ft sounds/looks about right. --------------------------------------------------------------------- surge #2 By badman on Wednesday, Nov 5th 2025 17:42Z Is it possible that engine #2 surge is because of the oxygen consumption by the fire of engine #1? maybe there are some real professionals who can answer this? --------------------------------------------------------------------- Check my math boys (I've been on a 20 year vacation) By Captain Crunch on Wednesday, Nov 5th 2025 16:54Z Is the Metar temp above in Celsius or Farenheight? If it's Celsius, I'm going to cheat and call it ISA standard. So is this right? To go from ADS-B standard 1013.0 mb, we lose 30 feet per 1mb? So 30.21inches merc = 1023.0 mb Right? 1023.0 - 1013.0 = 10 mb? 10 x 30ft = 300ft correction? 300ft (correction) + 175 (ADS-B) = 475 - airport elevation of 420 = 55ft AGL he was only 55 ft AGL? Anyone? --------------------------------------------------------------------- Disturbing and fascinating footage By LittleCupcakes on Wednesday, Nov 5th 2025 16:47Z I ve not seen similar quantity and quality of video recordings of comparable disasters. I m not sure how to feel about that. --------------------------------------------------------------------- Engine nacelle By David Cornutt on Wednesday, Nov 5th 2025 16:38Z One thing that intrigues me about that photo of engine #1 next to the runway is that the nacelle seems to be completely gone. I don't see any part of it in the photo. Maybe it all got torn off as the engine tumbled after separating. Still seems odd, though. --------------------------------------------------------------------- Previous bird strikes By DHE on Wednesday, Nov 5th 2025 16:34Z It s the same airplane that had multiple bird strikes at the same airport back in January, as reported here on AV. --------------------------------------------------------------------- @Simon Hradecky By Kaj Jensen on Wednesday, Nov 5th 2025 16:34Z You are absolutely correct, -I got confused by info on F24. STD=3pm ATD 3.41pm, but playback of flight actually shows crash at after 5pm. --------------------------------------------------------------------- In-Industry thoughts By Afterburner119 on Wednesday, Nov 5th 2025 16:12Z As a long time jet engine Development mechanic for one of the big two . from all the things I have seen fail (both intentionally and not) it would have to be a pretty big oops if it were line maintenance that caused that (proor to takeoff). Most the time its a top off the oil tank, swap an igniter etc. My eyes see it as either An HPT Disk went cato through the rear mount/front mount or something like a pylon failure from cycle time. just an opinion from an insider. --------------------------------------------------------------------- @ Mark By Captain Crunch on Wednesday, Nov 5th 2025 16:02Z I think you might be right, Mark. High pressure is throwing us off. The altimeter was 30.21? Is that right? Is ADS-B reported in 29.92 standard? So can someone correct it for me? I forgot how. Seems like we do this every time! ;-) --------------------------------------------------------------------- Maintenace By MF on Wednesday, Nov 5th 2025 15:59Z The accident aircraft was also not flying for a few days from Oct 31 until Nov 3rd. Flew one flight Nov 3 and then two flights before the incident on Nov 4. Wonder if that's a clue for work done on the aircraft. --------------------------------------------------------------------- Hydraulics, probably not. By Mark on Wednesday, Nov 5th 2025 15:39Z I'm not barking up the hydraulics tree. The footage is clear enough in that regard. They did not make it to the "positive rate, gear up" point. Whoever interpreted the ADSB data as 175ft AGL, was wrong. Maybe they might as well have retracted once they had run out of runway, but not according to procedure. Also, retraction at that point would have taken too long to improve the outcome. I would say there was simply not a lot they could do once #1 had left the chat past V1, and perhaps taken some slats and other essential bits with it. --------------------------------------------------------------------- Very similar to AA191 1979 By Anon on Wednesday, Nov 5th 2025 15:35Z Very similar to AA191 1979 + Long Ground Time before accident(Engine #1 Change?!) --------------------------------------------------------------------- Maintenance for a month. By Peter on Wednesday, Nov 5th 2025 15:24Z The reports on sdrs show corrosion was found and corrected under the floor of the main cargo hold, and a crack was discovered "CENTER WING UPPER FUEL TANK LOWER STRINGER 41 CRACK AT XCW = -81 REQUIRES PERMANENT REPAIR PER EO 81811-REQ001 ATA 57-11 QC AUDIT C/W" Nothing to alarming for an AC with 21000 cycles for 93000 hours, but how that stringer is repaired is beyod me. --------------------------------------------------------------------- Prayers and Sympathies By Strebav8or on Wednesday, Nov 5th 2025 15:13Z To all personnel with UPS, especially at SDF. To the colleagues, friend, and families of the crew and those affected on the ground. To the maintainers at SDF and at SAT which worked this aircraft. --------------------------------------------------------------------- Super clear video here By Captain Crunch on Wednesday, Nov 5th 2025 15:09Z Put this in your eng and then hit vids button: UPS Flight 2976 - Louisville Kentucky - Disturbing Video Shows MD11 Crash In Front Of Semi Driver gets a heat flash in his face and runs for his life. Truck dashcam shows nose gear was never retracted, so I wonder if all three hydro systems failed at building impact? At 175 feet, the gear handle should have been already put up. But I said it wrong before. Originally, all 3 DC-10 hydro lines ran under the Cabin floor and were severed when the lower Cargo Doors popped open and the floor collapsed from depressurization. Then they moved all 3 up to the roof below the tail engine. That caused Souix City crash when #2 exploded. Don't know where they are now. --------------------------------------------------------------------- Only the most recent 30 comments are shown to reduce server load. Click here to show the remaining comments --------------------------------------------------------------------- Add your comment: (max 1024 characters) Your IP address 216.82.21.147 is being tracked. We reserve the right to remove any comment for any reason. Profanities, personal attacks (against any physical or legal person), discussions about site policies, false statements or similiar as well as copyrighted materials from third parties will not be tolerated, those messages will summarily be deleted. Links and mail addresses are not permitted and will not appear in the display, posts trying to circumvent the restriction of links/mail addresses will be removed. We ask for your valid e-mail address in the email field. 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