Investigation into Deadly UPS Plane Crash Reveals Previous Failures of Critical Part
A recent investigation by the National Transportation Safety Board (NTSB) has shed new light on the circumstances surrounding the deadly UPS plane crash that occurred in November last year, killing 15 people. The crash, which happened shortly after takeoff in Louisville, Kentucky, was caused by the left engine flying off the wing of the MD-11 plane.
The NTSB’s findings have raised questions about the safety protocols in place, as it was revealed that Boeing had previously documented four failures of a part that helps secure the MD-11’s engines to the wings on three different planes in 2011. However, at the time, the plane manufacturer did not consider this to be a safety threat. The planes in question were built by McDonnell Douglas, which was later acquired by Boeing.
Previous Failures and Maintenance Concerns
The NTSB’s investigation has highlighted concerns about the maintenance schedule of the plane, as the last detailed inspection of the key engine mount parts was conducted in October 2021. The plane was not due for another inspection for approximately 7,000 more takeoffs and landings. The agency also found cracks in some of the parts that held the engine to the wing, which had not been detected during regular maintenance.
These findings have drawn comparisons to a 1979 crash in Chicago, where the left engine of an American Airlines DC-10 flew off during takeoff, resulting in the deaths of 273 people. The DC-10 was the predecessor to the MD-11, and the crash led to the worldwide grounding of 274 DC-10s. While the NTSB ultimately determined that the crash was caused by maintenance workers damaging the plane during a routine inspection, the incident highlights the importance of robust safety protocols.
Expert Insights and Reaction
Former Federal Aviation Administration and NTSB crash investigator Jeff Guzzetti has expressed surprise that Boeing did not consider the 2011 failures to be a safety threat, given that a service bulletin issued by McDonnell Douglas in 1980 had identified failures of the spherical bearing race as a “safety of flight condition.” Guzzetti has raised questions about the adequacy of the severity of the 2011 service letter and how UPS incorporated and acted upon the information.
The NTSB’s factual report does not speculate on the cause of the engine failure, but it is clear that investigators are focused on the failure of the bearing. The ultimate conclusion will be released in the NTSB’s final report, which is expected to be published over a year after the crash.
Boeing, UPS, and the FAA have declined to comment on the report while the investigation is ongoing. However, they have expressed condolences to the families of the victims and emphasized their commitment to safety.
The MD-11 plane involved in the crash was 34 years old and had been retired from commercial service due to its inefficiency compared to newer models. However, it continued to fly for cargo carriers like UPS and FedEx. All MD-11s and related DC-10s have been grounded since the crash.
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