United Airlines Flight 232

1093:…the preparation that paid off for the crew was something … called cockpit resource management… Up until 1980, we kind of worked on the concept that the captain was THE authority on the aircraft. What he said, goes. And we lost a few airplanes because of that. Sometimes the captain isn't as smart as we thought he was. And we would listen to him, and do what he said, and we wouldn't know what he's talking about. And we had 103 years of flying experience there in the cockpit, trying to get that airplane on the ground, not one minute of which we had actually practiced, any one of us. So why would I know more about getting that airplane on the ground under those conditions than the other three. So if I hadn't used CRM, if we had not let everybody put their input in, it's a cinch we wouldn't have made it. 936:, deemed that training for such an event involved too many factors to be practical. While some degree of control was possible, no precision could be achieved, and a landing with these conditions was stated to be "a highly random event". Expert United and McDonnell Douglas pilots were unable to reproduce a survivable landing; according to a United pilot who flew with Fitch, "Most of the simulations never even made it close to the ground". The NTSB stated that "under the circumstances the UAL (United Airlines) flight crew performance was highly commendable and greatly exceeded reasonable expectations." At the time of the crash, McDonnell Douglas had ended production of DC-10's, with the last of these being delivered to 1525:, suffered a rupture of the pressure bulkhead in its tail section, caused by undetected damage during a faulty repair to the rear bulkhead after a tailstrike seven years earlier. Pressurized air subsequently rushed out of the bulkhead and blew off the plane's vertical stabilizer, also severing all four of its hydraulic control systems. The pilots were able to keep the plane airborne for 32 minutes using differential engine power, but without any hydraulics or the stabilizing force of the vertical stabilizer, the plane eventually crashed in mountainous terrain. There were only 4 survivors among the 524 on board. This accident is the deadliest single-aircraft accident in history. 1514:, suffered a similar failure of its tail-mounted number two engine. The shrapnel from that engine inflicted damage on all four of its hydraulic systems, which were also close together in the tail structure. Fluid was lost in three of the four systems. The fourth hydraulic system was struck by shrapnel, but not punctured. The hydraulic pressure remaining in that fourth system enabled the captain to land the plane safely with some limited use of the outboard spoilers, the inboard ailerons, and the horizontal stabilizer, plus differential engine power of the remaining two engines. There were no injuries. 641:. An alternative system is also available using a lever in the cockpit floor to cause the landing gear to fall into position. This lever has the added benefit of unlocking the outboard ailerons, which are not used in high-speed flight and are locked in a neutral position. The crew hoped that there might be some trapped hydraulic fluid in the outboard ailerons and that they might regain some use of flight controls by unlocking them. They elected to extend the gear with the alternative system. Although the gear deployed successfully, no change of the controllability of the aircraft resulted. 551: – inputs that would never be used together in normal flight – the aircraft was banking to the right with the nose dropping. Haynes attempted to level the aircraft with his own control column, then both Haynes and Records tried using their control columns together, but the aircraft still did not respond. Afraid the aircraft would roll into a completely inverted position (an unrecoverable situation), the crew reduced the left wing-mounted engine to idle and applied maximum power to the right engine. This caused the airplane to level slowly. 1478: 787: 1503:, struck approach light structures for the reciprocal runway as it lifted off the runway at San Francisco Airport. Major damage to the belly and landing gear resulted, which caused the loss of hydraulic fluid from three of its four flight control systems. The fluid which remained in the fourth system gave the captain very limited control of some of the spoilers, ailerons, and one inboard elevator. That was sufficient to circle the plane while fuel was dumped and then to make a hard landing. There were no fatalities, but there were some injuries. 688:) and it had a sink rate of 1,850 feet per minute (9.4 m/s), while a safe landing would require 140 knots (160 mph; 260 km/h) and 300 feet per minute (1.5 m/s). Moments before landing, the roll to the right suddenly worsened significantly and the aircraft began to pitch forward into a dive; Fitch realized this and pushed both throttles to full power in a desperate, last ditch attempt to level the plane. It was now 16:00. The CVR recorded these final moments: 920:

other engines were found to have defects like that of the crash disk. Prioritization and efficiency of inspections of the many engines suspected would have been aided by determination of the titanium source of the crash disk. Chemical analyses of the crash disk intended to determine its source were inconclusive. The NTSB report stated that if examined disks were not from the same source, "the records on a large number of GEAE disks are suspect. It also means that any AD (

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fatigue crack originating from a previously undetected metallurgical defect located in a critical area of the stage 1 fan disk that was manufactured by General Electric Aircraft Engines. The subsequent catastrophic disintegration of the disk resulted in the liberation of debris in a pattern of distribution and with energy levels that exceeded the level of protection provided by design features of the hydraulic systems that operate the DC-10's flight controls.

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roughly adjust altitude. The crew guided the crippled jet to Sioux Gateway Airport and aligned it for landing on one of the runways. Without the use of flaps and slats, they were unable to slow for landing, and were forced to attempt landing at a very high ground speed. The aircraft also landed at an extremely high rate of descent because of the inability to flare (reduce the rate of descent before touchdown by increasing

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was easier) with the intention of aligning with Runway 31. When they finished they were instead aligned with the closed 6,888-foot (2,099 m) Runway 22, and had little capacity to maneuver. Fire trucks had been placed on Runway 22, anticipating a landing on nearby Runway 31, so all the vehicles were quickly moved out of the way before the airplane touched down. Runway 22 had been closed permanently a year earlier.

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failure left the landing gear lowering mechanism inoperative. Two options were available to the flight crew. The DC-10 is designed so that if hydraulic pressure to the landing gear is lost, the gear will fall down slightly and rest on the landing gear doors. Placing the regular landing gear handle in the down position will unlock the doors mechanically, and the doors and landing gear will then fall down into place and

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records indicate that this RMI titanium billet was first cut in 1972 and that all forgings made from this material were for airframe parts. If the Alcoa records were accurate, the RMI titanium could not have been used to manufacture the crash disk, indicating that the initially rejected TIMET disk with "an unsatisfactory ultrasonic indication" was the crash disk.

844:). As a result upon touchdown, the aircraft broke apart, rolled over, and caught fire. The largest section came to rest in a cornfield next to the runway. Despite the ferocity of the accident, 184 (62.2%) passengers and crew survived owing to a variety of factors including the relatively controlled manner of the crash and the early notification of emergency services. 887:, a sausage-like form about 16 inches in diameter, and tested using ultrasound to look for defects. Defects were located and the ingot was processed further to remove them, but some nitrogen contamination remained. GE later added a third vacuum-forming stage because of their investigation into failing rotating titanium engine parts. 375:

one hydraulic system must have fluid present and the ability to hold fluid pressure to control the aircraft. Like other widebody transport aircraft of the time, the DC-10 was not designed to revert to unassisted manual control in the event of total hydraulic failure. The DC-10's hydraulic system was designed and demonstrated to the

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total loss of pressure from the number-one and the number-two hydraulic systems. The number-three system was dented but not penetrated. NTSB then recommended that FAA "Require adequate protection of DC-10 hydraulic system components in the wing area from tire fragments" by better shielding or adding fuses in this area.

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landing gear and engine nacelles and breaking the fuselage into several main pieces. At final impact, the right wing was torn off and the main part of the aircraft skidded sideways, rolled over onto its back, and slid to a stop upside-down in a corn field to the right of Runway 22. Witnesses reported that the aircraft "

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CF6 engines like the one containing the crash disk were used to power many civilian and military aircraft at the time of the crash. Due to concerns that the accident could recur, a large number of in-service disks were examined by ultrasound for indications of defects. The fan disks on at least two

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Post-crash analysis of the crack surfaces showed the presence of a penetrating fluorescent dye used to detect cracks during maintenance. The presence of the dye indicated that the crack was present and should have been detected at a prior inspection. The detection failure arose from poor attention to

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The National Transportation Safety Board determines that the probable cause of this accident was the inadequate consideration given to human factors limitations in the inspection and quality control procedures used by United Airlines' engine overhaul facility which resulted in the failure to detect a

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The NTSB determined that the probable cause of this accident was the inadequate consideration given to human factors, and limitations of the inspection and quality control procedures used by United Airlines' engine overhaul facility. These resulted in the failure to detect a fatigue crack originating

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Of the 296 people aboard, 112 died in the accident. Most were killed by injuries sustained during the multiple impacts, but 35 people in the middle fuselage section directly above the fuel tanks died from smoke inhalation in the post-crash fire. Of those, 24 had no traumatic blunt-force injuries. The

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The engines were not able to respond to Fitch's controls in time to stop the roll, and the airplane struck the ground with its right wing, spilling fuel which ignited immediately. The tail section broke off from the force of the impact, and the rest of the aircraft bounced several times, shedding the

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Haynes asked Fitch to observe the ailerons through the passenger cabin windows to see if control inputs were having any effect. Fitch reported back that the ailerons were not moving at all. Nonetheless, the crew continued to manipulate their control columns for the remainder of the flight, hoping for

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in 1978. CRM, while still considering the captain as final authority, instructs crew members to speak up when they detect a problem, and instructs captains to listen to crew concerns. United Airlines instituted a CRM class during the early 1980s. The NTSB later credited this training as valuable for

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Losing all three hydraulic systems remained possible if serious damage occurs elsewhere, as nearly happened to a cargo DC-10-40F in April 2002 during takeoff in San Salvador when a main-gear tire exploded after running over a lost thrust reverser cascade. The extensive damage in the left wing caused

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The origins of the crash disk are uncertain because of significant irregularities and gaps, noted in the NTSB report, in the manufacturing records of GE Aircraft Engines (GEAE) and its suppliers. Records found after the accident indicated that two rough-machined forgings having the serial number of

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were inoperative. The flight crew deployed the DC-10's air-driven generator in an attempt to restore hydraulic power by powering the auxiliary hydraulic pumps, but this was unsuccessful. The crew contacted United Airlines maintenance personnel via radio, but were told that the possibility of a total

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disengaged. As First Officer Records took hold of his control column, Captain Haynes concentrated on the tail engine, the instruments for which indicated it was malfunctioning; he found its throttle and fuel supply controls jammed. At Dvorak's suggestion, a valve for fuel to the tail engine was shut

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to control the crippled aircraft, but on the final approach, the trim controlling links burned and the crew completely lost control over the aircraft. Soon after, it crashed on the outskirts of Warsaw; all 183 on board died. Had the plane stayed airborne for 40 seconds more, it would have been able

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titanium billet supplied by Alcoa. Research of GE's records showed no other titanium parts were manufactured at GE from this RMI titanium billet during the period of 1969 to 1990. GE records indicate that final finishing and inspection of the crash disk were completed on December 11, 1971. Alcoa

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Landing was originally planned for 9,000-foot (2,700 m) Runway 31. Difficulties in controlling the aircraft made alignment with the runway almost impossible. While dumping some of the excess fuel, the airplane executed a series of mostly right-hand turns (turning the airplane in this direction

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could provide emergency electrical power for electrically powered auxiliary pumps. These systems were designed to be redundant, such that if two hydraulic systems were inoperable, the one remaining hydraulic system would still permit the full operation and control of the airplane. However, at least

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titanium forgings for one disk with the serial number of the crash disk. Some records show that this disk "was rejected for an unsatisfactory ultrasonic indication", that an outside laboratory performed an ultrasound inspection of this disk, that this disk was subsequently returned to GE, and that

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The rear engine's fan disk and blade assembly – about 8 ft (2.4 m) across – could not be located at the accident scene despite an extensive search. The engine's manufacturer, General Electric, offered rewards of $ 50,000 for the disk and $ 1,000 for each fan

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when the crew experienced troubles with a gear indicator. When thrust was applied, the low-pressure turbine disc in engine number 2 disintegrated because of material fatigue; parts of the disc damaged engines number 1 and 3 and severed control pushers for both horizontal and vertical stabilizers.

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on its "List of Most Wanted Safety Improvements" in May 1999 suggesting a requirement for children younger than two years old to be restrained safely, which was removed in November 2006. The accident began a campaign directed by United Flight 232's senior flight attendant, Jan Brown Lohr, for all

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The contamination caused what is known as a hard alpha inclusion, where a contaminant particle in a metal alloy causes the metal around it to become brittle. The brittle titanium around the impurity then cracked during forging and fell out during final machining, leaving a cavity with microscopic

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hydraulic systems aboard the aircraft, which rapidly lost their hydraulic fluid. The subsequent catastrophic disintegration of the disk resulted in the liberation of debris in a pattern of distribution and with energy levels that exceeded the level of protection provided by design features of the

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aboard Flight 232 as a passenger, was hired by United in 1968. He estimated that, prior to working for United, he had accrued at least 1,400 hours of flight time with the Air National Guard, with a total flight time around 23,000 hours. His total DC-10 time with United was 2,987 hours, including

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shortly after departing from Irkutsk Airport, Russia. Damage to the starter caused a fire in engine number two (located in the rear fuselage). High temperatures during the fire destroyed the tanks and pipes of all three hydraulic systems. The crew lost control of the aircraft. The out-of-control

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The Flight 232 Memorial was built along the Missouri River in Sioux City, Iowa, to commemorate the heroism of the flight crew and the rescue efforts the Sioux City community undertook after the crash. It features a statue of Iowa National Guard Lt. Col. Dennis Nielsen from a news photo that was

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crack in the disk. Titanium reacts with air when melted, which creates impurities that can initiate fatigue cracks like that found in the crash disk. To prevent this, the ingot that would become the fan disk was formed using a "double vacuum" process: the raw materials were melted together in a

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ATC also advised that a four-lane Interstate highway ran north and south just east of the airport, which they could land on if they did not think they could make the runway. Captain Haynes replied that they were passing over the interstate at that time and they would try for the runway instead.

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As the crew began to prepare for arrival at Sioux Gateway Airport, they questioned whether they should deploy the landing gear or belly-land the aircraft with the gear retracted. They decided that having the landing gear down would provide some shock absorption on impact. The complete hydraulic

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Despite these losses, the crew was able to attain and then maintain limited control by using the throttles to adjust thrust from the remaining wing-mounted engines. By using each engine independently, the crew made rough steering adjustments, and by using the engines together they were able to

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The odds against all three hydraulic systems failing simultaneously had previously been calculated as low as a billion to one. Yet such calculations assume that multiple failures must have independent causes, an unrealistic assumption, and similar flight control failures have indeed occurred:

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to isolate a punctured section and prevent a total loss of hydraulic fluid. After the United 232 accident, such fuses were installed in the number three hydraulic system in the area below the number two engine on all DC-10 aircraft to ensure sufficient control capability remained if all three

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blade. Three months after the crash, a farmer discovered most of the fan disk, with several blades still attached, in her cornfield, thereby qualifying her for a reward, as a General Electric lawyer confirmed. The rest of the fan disk and most of the additional blades were later found nearby.

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The investigation, while praising the actions of the flight crew for saving lives, later identified the cause of the accident as a failure by United Airlines maintenance processes and personnel to detect an existing fatigue crack. The Probable Cause in the report by the NTSB read as follows:

739:" end-over-end, but the investigation did not confirm this. The reports were due to misinterpretation of the video of the crash that showed the flaming right wing tumbling end-over-end and the intact left wing, still attached to the fuselage, rolling up and over as the fuselage flipped over. 964:

The manufacturing process for titanium was changed to eliminate the type of gaseous anomaly that served as the starting point for the crack. Newer batches of titanium use much higher melting temperatures and a "triple vacuum" process in an attempt to eliminate such impurities (triple melt

2624: 347:(registration N1819U), was delivered in 1971 and owned by United Airlines since then. Before departure on the flight from Denver on July 19, 1989, the airplane had been operated for a total of 43,401 hours and 16,997 cycles (takeoff-landing pairs). The airplane was powered by three 782:

The passengers who died for reasons other than smoke inhalation were seated in rows 1–4, 24–25, and 28–38. Passengers who died because of smoke inhalation were seated in rows 14, 16, and 22–30. The person assigned to seat 20H moved to an unknown seat and died of smoke inhalation.

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The argument against requiring seats on aircraft for children younger than age two is the higher cost to a family of having to buy a seat for the child, and this higher cost will motivate more families to drive instead of fly, and incur the much greater risk of driving (see

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aircraft. Early attempts to add the ability to real airplanes were not very successful; the software was based on experiments performed in flight simulators where jet engines are usually modeled as "perfect" devices with exactly the same thrust on each engine, a

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Fifty-two children, including four "lap children" without their own seats, were aboard the flight because of a United Airlines promotion for "Children's Day". Eleven children, including one lap child, died. Many of the children were traveling alone.

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at least some effect. Haynes then asked Fitch to take control of the throttles so that Haynes could concentrate on his control column. With one throttle in each hand, Fitch was able to mitigate the phugoid cycle and make rough steering adjustments.

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While Haynes and Records performed the engine shutdown checklist for the failed engine, Dvorak observed that the gauges for fluid pressure and quantity in all three hydraulic systems were indicating zero. The loss of all hydraulic fluid meant that

2621: 1584:, causing the shaft to break in two; this caused the low-pressure turbine disc to spin to enormous speeds and disintegrate, damaging engine number 1 and cutting the control pushers. The crew managed to return to Warsaw, using nothing but 1108:

in 1972, the relatively shallow angle of descent likely played a large part in the relatively high survival rate. The National Transportation Safety Board concluded that under the circumstances, "a safe landing was virtually impossible".

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Though it is no longer on the "most wanted" list, providing aircraft restraints for children younger than age two is still recommended practice by the NTSB and FAA, though it is not required by the FAA as of May 2016. The NTSB asked the

4390: 1552:, Iraq. The missile struck the port-side wing, rupturing a fuel tank and causing the loss of all three hydraulic systems. With the flight controls disabled, the crew used differential thrust to execute a safe landing at Baghdad. 801:

Rescuers did not identify the debris that was the remains of the cockpit, with the four crew members alive inside, until 35 minutes after the crash. All four recovered from their injuries and eventually returned to flight duty.

1043:(CRM). For much of aviation's history, the captain was considered the final authority, and crews were expected to respect the captain's expertise without question. This began to change during the 1970s, especially after the 321:. Of the 296 passengers and crew on board, 112 died during the accident, while 184 people survived. Thirteen of the passengers were uninjured. It was the deadliest single-aircraft accident in the history of United Airlines. 576:, was among the passengers and volunteered to assist. The message was relayed by senior flight attendant Jan Brown Lohr to the flight crew, who invited Fitch into the cockpit; he arrived and began assisting at about 15:29. 567:

cycle – characteristic of planes in which control surface command is lost. With each iteration of the cycle, the aircraft lost about 1,500 feet (460 m) of altitude. Fitch, an experienced United Airlines

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Dudley J. Dvorak, 51, was hired by United Airlines in 1986. He estimated that he had about 15,000 hours of total flying time. While working for United, he had accumulated 1,903 hours as a flight engineer in the

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raised. The pilots claimed they intentionally landed with the landing gear up, though the CVR recording revealed no discussion about this. Everyone on board the flight survived. 74 people were injured, none

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this disk should have been scrapped. The FAA report stated, "There is no record of warranty claim by GEAE for defective material and no record of any credit for GEAE processed by Alcoa or TIMET".

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hydraulic system lines should be damaged in the tail area. Although elevator and rudder control would be lost, the aircrew would still be able to control the aircraft's pitch (up and down) with

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Because this type of aircraft control (with loss of control surfaces) is difficult for humans to achieve, some researchers have attempted to integrate this control ability into the computers of

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resulted in the engine's fan disk departing the aircraft, tearing out components including parts of the No. 2 hydraulic system and supply hoses in the process; these were later found near

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The accident occurred as a shift change was occurring at both a regional trauma center and a regional burn center in Sioux City, allowing for more medical personnel to treat the injured;

5642: 5612: 3977: 1678:, it classified this passenger as a survivor with "serious" injuries. The regulation legally defines "fatal injury" as an injury resulting in death within 30 days after the accident. 1023:). The FAA estimates that a regulation that all children must have a seat would equate, for every one child's life saved on an aircraft, to 60 people dying in highway accidents. 3244: 1709:

Angle of descent and rate of descent are two different things. The aircraft approached at a high rate of descent but, because its forward speed was also high, a shallow angle.

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by Gregory S. Clapper, a chaplain in the National Guard who relates the stories of some of the survivors he aided in the aftermath of the crash (1999; 2016, Wipf and Stock;

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The NTSB's report describes Dvorak as Flight 232's "second officer", but notes that the term means "flight engineer" the first time "second officer" is used in its report.

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between throttle setting and thrust, and instantaneous response to input. Later, computer models were updated to account for these factors, and aircraft such as the

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Of the four children deemed too young to require seats of their own ("lap children"), one died from smoke inhalation. The NTSB added a safety recommendation to the

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Haynes' co-pilot was First Officer William R. "Bill" Records, 48. He estimated that he had approximately 20,000 hours of total flight time. He was hired first by

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majority of the 184 survivors were seated behind first class and ahead of the wings. Many passengers were able to walk out through the ruptures to the structure.

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Of the 296 people aboard, 112 were killed and 184 survived. Haynes later identified three factors relating to the time of day that increased the survival rate:

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Sioux City Approach: "United Two Thirty-Two Heavy, the wind's currently three six zero at one one; three sixty at eleven. You're cleared to land on any runway."

3970: 391:, 57, was hired by United Airlines in 1956. He was highly experienced and had 29,967 hours of total flight time with United, of which 7,190 were in the DC-10. 3091: 359:(GEAE). The aircraft's No. 2 (tail-mounted) engine had accumulated 42,436 hours and 16,899 cycles of operating time immediately prior to the accident flight. 3689: 2384: 3554: 88: 2542: 2564: 2264: 4850: 4701: 2208: 1835: 628:

Haynes later noted, "We were too busy . You must maintain your composure in the airplane, or you will die. You learn that from your first day flying."

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during the summer of 1989. The last passenger version of the DC-10 flew in 2014, although freighter versions continued to operate until late 2022.

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plane, at a speed of 275 knots, hit the ground at a dairy farm and burned. All 124 passengers and crew, as well as a dairyman on the ground, died.

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TITANIUM CLEANLINESS: ... (Sioux City crash) As a consequence, triple melt VAR was adopted by the industry asa premium (rotor) grade requirement

1938: 328:. A majority of those aboard survived; experienced test pilots in simulators were unable to reproduce a survivable landing. It has been termed " 5632: 4451: 2879: 2487: 1700:, all times in this article are provided in Central Daylight Time, consistent with local time for the crash site in Iowa and the NTSB report. 1545: 924:) action that is based on the serial number of a disk could fail to have its intended effect because suspect disks could remain in service." 2843: 5190: 3358: 1907: 794:

One crash survivor died one month after the accident; he was classified according to NTSB regulations as a survivor with serious injuries.

4368: 3662: 3636: 3610: 3584: 2905:"How Swift Starting Action Teams Get off the Ground: What United Flight 232 and Airline Flight Crews Can Tell Us About Team Communication" 1671: 3875:

Siouxland Chamber Of Commerce: Remembering Flight 232 (Picture of memorial depicting Lt. Colonel Dennis Nielsen carrying Spencer Bailey)

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Aircraft Accident Report, United Airlines Flight 232, McDonnell Douglas DC-10-10, Sioux Gateway Airport, Sioux City, Iowa, July 19, 1989

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This figure includes one passenger who died 31 days after the accident. The NTSB explained in its final report that in accordance with

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explained in detail the events of the crash through passenger Jerry Schemmel, flight attendant Jan Brown Lohr, and pilot Alfred Haynes.

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by Laurence Gonzales. Surviving crew members attended the play in April 2016, and the production was subsequently nominated for six

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When Haynes died in August 2019, United Airlines issued a statement thanking him for "his exceptional efforts aboard Flight UA232".

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A more serious remark often quoted from Haynes was made when ATC asked the crew to make a left turn to keep them clear of the city:

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resulted in high-speed metal fragments being hurled from the engine; these fragments penetrated the hydraulic lines of all three

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The disintegration of a turbine disc, leading to loss of control, was a direct cause of two major aircraft disasters in Poland:

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hydraulic systems that operate the DC-10's flight controls; the flight crew lost its ability to operate nearly all of them.

5100: 3846: 3122: 3031: 2631:"All the fan disks manufactured after January 1972 were made in accordance with the new triple-melt material requirements". 1831: 1860: 1625:, Russia. Due to a failure to follow standard operating procedures, the plane was forced to land in a corn field with the 5442: 5207: 4730: 4648: 4613: 3418: 2305: 2149: 492:

At 15:16, while the airplane was making a slight right turn at its cruising altitude of 37,000 feet (11,000 m), the

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cracks at the edges. For the next 18 years, the crack grew slightly each time the engine was powered up and brought to

676:, the crew was unable to control either airspeed or sink rate. At final approach, the aircraft's forward speed was 220 486: 298: 210: 3686:"Russian Plane With 234 People On Board Crash-lands in Cornfield After Birds Fly Into Engine Causing Fire, 23 Injured" 1202:), titled "Impossible Landing". The episode featured interviews with survivors and showed actual footage of the crash. 5523: 5154: 4949: 4836: 3804: 2941: 2414: 2183: 474: 395: 4211: 5423: 5417: 5405: 4914: 4707: 4321: 3987: 669: 664:

Fitch continued to control the aircraft's descent by adjusting engine thrust. With the loss of all hydraulics, the

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The airplane landed askew, causing an explosion and fire seen in this still from video taken by local news station

3211: 2098: 1991: 1086:"Had any of those things not been there," Haynes said, "I'm sure the fatality rate would have been a lot higher." 5448: 5399: 5218: 4944: 4607: 4537: 4519: 3685: 2979: 2368: 1618: 1577: 953: 713: 478: 466: 376: 290: 282: 196: 182: 3558: 535:

Photo of United Airlines Flight 232 from the NTSB report, with the damage done by the second engine highlighted.

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the success of United 232's crew in handling their emergency. The FAA made CRM mandatory after the accident.

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loss of hydraulics in a DC-10 was considered so remote that no procedure was established for such an event.

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GE records of the second disk having the serial number of the crash disk indicate that it was made with an

515:, severing the No. 1 and No. 3 hydraulic system lines where they passed through the horizontal stabilizer. 3022: 5319: 5277: 5265: 5259: 5253: 5247: 5241: 5235: 5229: 5223: 5212: 5201: 5195: 5184: 5178: 5172: 5166: 5160: 4760: 4619: 4501: 4463: 4171: 4051: 4041: 4011: 3853: 3189: 3180: 2694:"Modifications to NTSB Most Wanted List: List of Transportation Safety Improvements after September 1990" 1511: 1237: 1194: 5538: 5356: 5350: 5344: 5325: 5307: 5301: 5295: 5283: 5271: 5148: 5131: 4807: 4777: 4689: 4601: 4589: 4531: 4341: 4111: 4061: 3869: 3073: 2766: 2479: 1533: 1048: 751:

Locations of passengers indicated by severity/lack of injury, and reason of death from the NTSB report.

399: 128: 62: 3380: 3328: 1581: 402:. He was hired by United in 1985, and had accrued 665 hours as a DC-10 first officer while at United. 5617: 5313: 5142: 4748: 4595: 4281: 4131: 2640: 1930: 1518: 1253: 1044: 332:" as it is considered one of the most impressive landings ever performed in the history of aviation. 317:

due to an unnoticed manufacturing defect in the engine's fan disk, which resulted in the loss of all

2868: 786: 421:

1,943 hours accrued as a flight engineer, 965 hours as a first officer, and 79 hours as a captain.

5516: 4859: 4625: 4411: 3895: 3185: 1903: 1598: 1319: 1040: 998:. Although not ideal, the system provides a greater control than that available to the United 232. 832: 325: 4654: 3955: 3024:

Aircraft Accident Report, Eastern Airlines, Inc. L-1011, N310EA, Miami, Florida, December 29, 1972

590:

was organized. Haynes kept his sense of humor during the emergency, as recorded by the airplane's

5495: 5073: 4525: 4457: 4071: 3832: 3350: 2832: 2700: 1898: 1075: 978: 921: 348: 344: 302: 3828: 2655: 1893: 710:

Haynes: "Left, left throttle, left, left, left, left, left, left, left, left, left, left, left!"

5454: 5411: 4970: 4924: 4475: 4091: 3874: 3658: 3632: 3606: 3580: 1573:

After 26 seconds of uncontrolled descent, the aircraft crashed, killing all 87 people on board.

1089:

Haynes also credited CRM as being one of the factors that saved his own life, and many others.

828: 736: 591: 1262:; a portion of Episode 7 (originally aired January 25, 2008) detailed the events of the crash. 5597: 5368: 5112: 5011: 4880: 4631: 4513: 4445: 4301: 4291: 4161: 4021: 2437: 1645: 1258: 1232: 995: 987: 892: 587: 367: 318: 306: 169: 80: 856:

The fracture is clearly visible in the recovered fan disk from the center engine of UAL 232.

5489: 5477: 5053: 4919: 4271: 4121: 3929:

Errol Morris' First Person (one hour documentary video, accident recounting by Denny Fitch)

2671: 1422:– an inside survivor narrative by Joseph Trombello (1999, PrintSource Plus, Appleton, WI; 1332: 1310: 966: 912: 500: 366:, each powered by one of the aircraft's three engines, to power movement of the aircraft's 8: 5006: 4975: 4231: 3059: 2958: 1894:"ASN Aircraft accident McDonnell Douglas DC-10-10 N1819U Sioux Gateway Airport, IA (SUX)" 1347:. The play was a new work directed and adapted by Vanessa Stalling and based on the book 1302: 1271: 1123: 949: 685: 583: 548: 511:. Engine debris penetrated the aircraft's tail section in numerous places, including the 504: 363: 1078:

was on duty at Sioux Gateway Airport, allowing for 285 trained personnel to assist with

4399:

Aviation accidents and incidents in the United States and U.S. territories in the 1980s

4311: 3477:"Aircraft Accident Report Pan American World Airways Inc Boeing 747, N747PA Flight 845" 3299: 1697: 1242: 875: 665: 543:. Even with the control column turned all the way to the left, commanding maximum left 2993:"Heroic United Airlines Pilot Dies 30 Years After Saving 184 Passengers in Iowa Crash" 2743: 2718: 1674: 1477: 1388:

Martha Conant told her story of survival to her daughter-in-law, Brittany Conant, on "

5483: 4985: 4795: 4742: 4484: 4469: 4251: 3922: 3799:[The number of injuries during the landing of A321 in the field reached 74]. 3534: 3495: 3456: 3239: 2937: 2748: 2376: 2179: 2073: 1500: 1451: 1437: 1423: 1409: 1283: 1210: 1157: 613: 573: 341: 1861:"Annual Review of Aircraft Accident Data, U.S. General Aviation, Calendar Year 1998" 823:

from a previously undetected metallurgical defect located in a critical area of the

4980: 4929: 4221: 3711: 2738: 2730: 2053: 1522: 1465: 1297: 1206: 1052: 982: 933: 841: 569: 310: 3092:"Plane Crash Survivor's Miraculous Tale of Faith: 'I Remember Every Minute of It'" 2915: 2802: 1464:

discussed his experiences on the Time Sensitive podcast, in a 2019 interview with

899:

the crash disk had been routed through GEAE manufacturing. Records indicated that

5552: 5016: 4875: 4754: 3935: 3881: 3272: 3077: 3066: 2647: 2628: 2450: 2354: 2334: 2327: 2153: 1507: 1398: 1192:

The accident was the subject of an 11th-season episode of the documentary series

1163: 1105: 990:, and would be able to control roll (left and right) with some of the aircraft's 937: 540: 405: 371: 278: 138: 324:

Despite the fatalities, the accident is considered a good example of successful

4898: 4801: 4331: 4241: 4101: 3769:"Russian jet crash-lands in field outside Moscow after striking flock of gulls" 1565: 1529: 1461: 1223: 1169: 1145: 681: 3863: 3410: 3381:""Spencer Bailey Reflects on the Crash-Landing of United Airlines Flight 232"" 2734: 2295: 2146: 701:

Fitch: "Nah, I can't pull 'em off or we'll lose it, that's what's turning ya."

563:

The airplane was tending to pull right, and oscillated slowly vertically in a

5586: 5078: 5063: 4990: 3905: 2380: 2238: 2171: 1288: 103: 90: 1641:

List of aircraft accidents and incidents resulting in at least 50 fatalities

5576: 5471: 5058: 4934: 4828: 2752: 1626: 1576:

On May 9, 1987, improperly assembled bearings in Il-62M engine number 2 on

1376: 1336:

portrayed a fictional plane crash based in part on the crash of Flight 232.

1175: 1129: 638: 417: 218: 214: 33:

N1819U, the aircraft involved in the accident, photographed in January 1977

3794: 2406: 871:

human factors in United Airlines' specification of maintenance processes.

5564: 5068: 5037: 5032: 2099:"Aviation Safety Network CVR/FDR: United Airlines DC-10-10 – 19 JUL 1989" 1610: 1602: 1448:

Chosen to Live: The Inspiring Story of Flight 232 Survivor Jerry Schemmel

1355: 1324: 944: 677: 497: 356: 4821:

An asterisk (*) denotes an incident that took place in a U.S. territory.

3916: 3203: 2201:"20 years ago, pilot's heroic efforts saved 185 people as plane crashed" 5106: 5083: 3712:"Russia bird strike: 23 injured after plane hits gulls and crash-lands" 2109: 1434:

When the World Breaks Your Heart: Spiritual Ways of Living With Tragedy

1389: 673: 508: 456:

Diagram showing engine components lost in flight, from the NTSB report.

410: 314: 70: 3742:"Passengers injured in emergency landing after Russian jet hits birds" 28: 5638:

Airliner accidents and incidents involving uncontained engine failure

3859:

A talk given by the pilot describing the crash at NASA Dryden in 1991

1585: 1569: 1172:– former radio broadcaster of the Denver Nuggets and Colorado Rockies 1151: 884: 598:

Fitch: "I'll tell you what, we'll have a beer when this is all done."

519: 512: 388: 5571: 1866:. National Transportation Safety Board. p. 19. NTSB/ARG-03/01. 766:

76 died for reasons other than smoke inhalation (17 in first class).

3985: 1361:

In 2021, the accident was covered in episode 5 of the UK TV series

1179: 824: 493: 452: 352: 200: 186: 716:: "Whoop whoop pull up. Whoop whoop pull up. Whoop whoop pull up." 539:

Meanwhile, Records found that the airplane did not respond to his

370:. In the event of loss of engine power or primary pump failure, a 3796:Число пострадавших при посадке A321 в поле возросло до 74 человек 2686: 2300: 1614: 1537: 1486:

taken that day while he was carrying a three-year-old to safety.

991: 932:

The NTSB investigation, after reconstructions of the accident in

747: 564: 544: 482: 294: 2060:. Airdisaster.com. Archived from the original on August 31, 2006 531: 4939: 1622: 1079: 880: 763:

35 died because of smoke inhalation (none were in first class).

470: 286: 3443:. AirDisaster.Com. Archived from the original on June 18, 2008 3235:"Surviving crew of doomed United Flight 232 reunites for play" 1221:

The episode "Engineering Disasters" (season 6, episode 18) of

895:. Eventually, the crack broke open, causing the disk to fail. 852: 444: 5628:

Accidents and incidents involving the McDonnell Douglas DC-10

5608:

Airliner accidents and incidents caused by mechanical failure

5593:

Aviation accidents and incidents in the United States in 1989

2656:

https://www.ntsb.gov/safety/safety-recs/RecLetters/A03_40.pdf

2133:

Playback of original CVR recording on "A Wing and a Prayer".

1606: 1450:

by Jerry Schemmel with Kevin Simpson (Victory Pub. Co.,1996;

1295:

The episode "Crisis in the Cockpit" (Season 2, Episode 1) of

1247: 904: 900: 601:

Haynes: "Well I don't drink, but I'll sure as hell have one."

313:, after suffering a catastrophic failure of its tail-mounted 3070: 1068:

The accident occurred during daylight hours in good weather;

3854:

Cockpit voice-recorder transcript (pdf) (NB contains error)

3268:"'Dreamgirls' and 'Tempest' win at 2016 Equity Jeff Awards" 2976: 2510:"Test pilot says safe landing of United jet was impossible" 1962:"Test pilot says safe landing of United jet was impossible" 1182:, who managed to resume performing two days after the crash 956:

have been flown successfully with this software installed.

657: 437: 432: 5643:

Aviation accidents and incidents caused by loss of control

2474: 2472: 2147:

last cockpit voice recording of United Flight 232 at 0:18

1580:

overheated and exploded during cruise over the village of

810: 652: 305:(registered as N1819U) serving the flight crash-landed at 5613:

Airliner accidents and incidents caused by engine failure

3607:"Aviation Safety Network Criminal Occurrence Description" 3171: 2914:. Vol. 19, no. 2. November 2005. Archived from 1546:

a DHL Airbus A300, was struck by a surface-to-air missile

1393: 1178:– banjo player and member of American bluegrass ensemble 1011: 2622:

07/19/89 United Airlines, FAA, human factors maintenance

2166: 2164: 2162: 1408:

by Laurence Gonzales (2014, W. W. Norton & Company;

1059: 668:

could not be extended, and since flaps control both the

616:. You want to be particular and make it a runway, huh?" 3317: 2469: 1236:(S2E7 9/13/05 "Crash Landing in/at Sioux City") on the 1039:

The accident has since become an example of successful

586:(ATC) was contacted and an emergency landing at nearby 3516:"Aircraft Accident Report Eastern Airlines Flight 935" 3015: 2699:. National Transportation Safety Board. Archived from 2232: 2230: 2228: 2226: 624:

Haynes: "Whatever you do, keep us away from the city."

5536: 3892:

News report with video of crash landing of Flight 232

3555:"Japan Airlines Flight 123, Boeing 747-SR100, JA8119" 2660: 2588:"Titanium in Aero Engines, Trends & Developments" 2159: 547:, and pulled all the way back, commanding maximum up 448:

Damage to the rear of the plane, from the NTSB report

424:

Eight flight attendants were also aboard the flight.

3911:

Martha Conant tells her story of surviving the crash

2710: 2048: 2046: 2044: 2042: 2040: 2038: 2036: 3521:. NTSB. Archived from the original on June 15, 2011 3482:. NTSB. Archived from the original on July 31, 2009 2451:"The Crash of United Flight 232 by Capt. Al Haynes" 2223: 1922: 416:Dennis E. Fitch, nicknamed "Denny", 46, a training 3941:Cockpit voice-recorder recording at time of impact 3838:NTSB Accident report of United Airlines Flight 232 2833:"Safety Alerts Child Passenger Safety on Aircraft" 2532: 2530: 2290: 2288: 2093: 2091: 2089: 2033: 1327:, includes a fictional crash based on Flight 232. 772:47 were injured seriously (eight in first class). 523:off. This part of the emergency took 14 seconds. 5584: 2634: 2539:"Pilot who helped fly crippled jet in 1989 dies" 526: 436:Radar plot of the plane's flight path, from the 413:and 33 hours as a flight engineer in the DC-10. 3677: 3154:"Fifteen years after crash, survivor remembers" 2956: 3659:"Aviation Safety Network Accident Description" 3633:"Aviation Safety Network Accident Description" 3581:"Aviation Safety Network Accident Description" 3351:"After Disaster, a Survivor Sheds Her Regrets" 2527: 2285: 2086: 1696:While Colorado is wholly contained within the 1031:to make this a requirement in September 2013. 4844: 4702:Indianapolis Ramada Inn A-7D Corsair II crash 4384: 3971: 2959:"The Crash of United Flight 232 (transcript)" 1885: 1703: 1681: 1665: 1663: 1661: 460: 5191:1955 MacArthur Airport United Airlines crash 4858: 3300:"'Plane Crash Recreated' UA232 / Sioux City" 2767:"Use of Child Restraint Systems on Aircraft" 2641:"WAS02RA037, NTSB Factual Report – Aviation" 2178:. Aerospace Publications. pp. 186–202. 2011:"Al Haynes, pilot of Flight 232, dies at 87" 1406:Flight 232: A Story of Disaster and Survival 927: 775:125 had minor injuries (one in first class). 3704: 2367:Cushman, John H. Jr. (September 19, 1989). 1953: 1690: 1230:The accident was featured in an episode of 1034: 4851: 4837: 4784:Evergreen International Airlines Flight 17 4661:Japan Air Lines Cargo Flight 1628 incident 4391: 4377: 4202:Pakistan International Airlines Flight 404 4082:Evergreen International Airlines Flight 17 3978: 3964: 3865:Video of the above lecture by Capt. Haynes 3120: 2480:"Key Piece of Doomed DC-10 Found in Field" 2257: 2108:. Flight Safety Foundation. Archived from 1658: 1375:Dennis Fitch described his experiences in 1005: 4452:Thunderbirds Indian Springs Diamond Crash 3232: 3204:"Crash Landing: The Rescue of Flight 232" 2925: 2742: 2729:(7429). British Medical Journal: 1424–7. 1205:The accident was the subject of the 1992 1112: 1029:International Civil Aviation Organization 874:Investigators discovered an impurity and 778:13 had no injuries (none in first class). 5648:Aviation accidents and incidents in 1989 5603:Airliner accidents and incidents in Iowa 4573:Provincetown-Boston Airlines Flight 1039 3887:"17th Anniversary Tribute of Flight 232" 2878:. National Transportation Safety Board. 2842:. National Transportation Safety Board. 2809:. National Transportation Safety Board. 2008: 1959: 1476: 1021:Epidemiology of motor vehicle collisions 851: 809: 785: 746: 651: 530: 451: 443: 431: 5623:United Airlines accidents and incidents 4555:Scandinavian Airlines System Flight 901 3918:Crash Landing: The Rescue of Flight 232 3411:"Flight 232 Memorial, Sioux City, Iowa" 3325:"Errol Morris' First Person Episode 10" 3151: 2803:"Child and Youth Transportation Safety" 2567:from the original on September 30, 2006 2366: 1817: 1815: 1813: 1811: 1809: 1807: 1805: 1803: 1801: 1799: 1797: 1795: 1793: 1791: 1789: 1787: 1785: 1783: 1781: 1779: 1777: 1775: 1773: 1771: 1769: 1767: 1765: 1763: 1761: 1759: 1757: 1755: 1753: 1751: 1749: 1747: 1745: 1593:In contrast to deploying landing gear: 1216:Crash Landing: The Rescue of Flight 232 5585: 4714:Pacific Southwest Airlines Flight 1771 3951:A detailed description of the accident 3391:from the original on November 25, 2021 3233:Ihejirika, Maudlyne (April 16, 2016). 3123:"A Remarkable Tale of a Derby Trainer" 3102:from the original on December 18, 2019 2813:from the original on November 17, 2018 2719:"The power of stories over statistics" 2716: 2536: 2308:from the original on February 16, 2017 2021:from the original on December 21, 2019 1743: 1741: 1739: 1737: 1735: 1733: 1731: 1729: 1727: 1725: 1472: 959: 814:Damaged hydraulic systems in the DC-10 742: 503:engine disintegrated explosively. The 5633:July 1989 events in the United States 4832: 4372: 4262:Soviet Air Force Ilyushin Il-76 crash 3959: 3639:from the original on October 19, 2012 3421:from the original on October 19, 2019 3280:from the original on October 20, 2016 3265: 3133:from the original on February 2, 2017 3089: 3083: 3041:from the original on October 16, 2020 2965:from the original on October 26, 2013 2931: 2885:from the original on January 25, 2017 2369:"Crash Tape Shows a Pessimistic Crew" 2198: 1941:from the original on December 9, 2021 1910:from the original on December 3, 2020 1841:from the original on October 24, 2018 1060:Factors contributing to survival rate 5101:Blakey v. Continental Airlines, Inc. 3847:Embry-Riddle Aeronautical University 3807:from the original on August 17, 2019 3775:from the original on August 15, 2019 3748:from the original on August 15, 2019 3722:from the original on August 15, 2019 3718:. BBC News Online. August 15, 2019. 3692:from the original on August 15, 2019 3683: 3032:National Transportation Safety Board 3003:from the original on August 27, 2019 2783:from the original on October 8, 2021 2490:from the original on August 10, 2011 2435:United Airlines Flight 232 episode, 2417:from the original on January 8, 2021 1972:from the original on August 27, 2019 1834:. November 1, 1990. NTSB/AAR-90/06. 1832:National Transportation Safety Board 1499:In 1971, a Boeing 747, operating as 1489: 1369: 1015:children to have seats on aircraft. 398:in 1969. He worked subsequently for 5208:1956 Grand Canyon mid-air collision 4731:Trans-Colorado Airlines Flight 2286 4614:Midwest Express Airlines Flight 105 4182:Alice Springs hot air balloon crash 3766: 3760: 3734: 3613:from the original on August 6, 2011 3587:from the original on August 6, 2011 3247:from the original on April 18, 2016 3121:Rosenblatt, Richard (May 1, 2006). 3090:Riggs, Stephanie (August 5, 2016). 2429: 2170: 1960:Peterson, John (October 31, 1989). 1722: 972: 847: 695:Haynes: "Left turn, close 'em off." 13: 4192:China Eastern Airlines Flight 5510 3665:from the original on June 15, 2013 3361:from the original on July 21, 2011 2912:Management Communication Quarterly 2585: 2541:. Associated Press. Archived from 2266:DC-10 Flight Crew Operating Manual 2236: 2211:from the original on July 22, 2009 2052: 2009:Dreeszen, Dave (August 26, 2019). 1928: 1891: 1873:from the original on June 15, 2010 1134:Continental Basketball Association 719:Haynes: "Everybody stay in brace!" 299:Philadelphia International Airport 211:Philadelphia International Airport 14: 5659: 5525:List of airline holding companies 5155:1943 Liberator crash at Whenuapai 4567:San Luis Obispo mid-air collision 3822: 3684:Cole, Brendan (August 15, 2019). 3266:Jones, Chris (October 17, 2016). 3214:from the original on May 27, 2006 3152:Preheim, Cheryl (July 20, 2004). 3034:. June 14, 1973. NTSB/AAR-73/14. 2849:from the original on May 15, 2017 2670:. August 13, 2006. Archived from 2457:from the original on July 3, 2011 2245:from the original on July 3, 2011 769:One died a month after the crash. 362:The DC-10 used three independent 357:General Electric Aircraft Engines 5570: 5558: 5546: 5512: 5511: 5434:Continental Express / Connection 4708:Continental Airlines Flight 1713 3988:Aviation accidents and incidents 2957:Capt. Al Haynes (May 24, 1991). 2869:"Strengthen Occupant Protection" 2387:from the original on May 6, 2019 2328:"The Crash of United Flight 232" 2239:"The Crash of United Flight 232" 2199:Gates, Dominic (July 19, 2009). 1617:engines just after takeoff from 1256:distributed a documentary named 1166:– Olympian and racehorse trainer 1148:– writer, editor, and journalist 805: 631: 518:The pilots felt a jolt, and the 84:Sioux City, Iowa, United States 27: 5219:1960 New York mid-air collision 4608:Bar Harbor Airlines Flight 1808 4520:Reeve Aleutian Airways Flight 8 3803:(in Russian). August 15, 2019. 3787: 3651: 3625: 3599: 3573: 3547: 3508: 3469: 3433: 3403: 3373: 3343: 3292: 3259: 3226: 3196: 3145: 3114: 3053: 2985: 2980:Dryden Flight Research Facility 2950: 2897: 2861: 2825: 2795: 2759: 2615: 2579: 2549: 2502: 2443: 2399: 2360: 2340: 2320: 2192: 2140: 2127: 1996:Federal Aviation Administration 1619:Zhukovsky International Airport 1578:LOT Polish Airlines Flight 5055 1074:The accident occurred when the 714:Ground Proximity Warning System 467:Stapleton International Airport 377:Federal Aviation Administration 283:Stapleton International Airport 183:Stapleton International Airport 4649:Grand Canyon mid-air collision 4212:Cubana de Aviación Flight 9046 4152:Philippine Airlines Flight 124 3441:"Eyewitness Report:United 232" 2002: 1984: 1853: 1562:LOT Polish Airlines Flight 007 1385:, episode "Leaving the Earth". 1082:and evacuation of the injured. 670:minimum required forward speed 1: 4696:Northwest Airlines Flight 255 4684:Northwest Airlink Flight 2268 3767:Fox, Kara (August 15, 2019). 3744:. CBS News. August 15, 2019. 3080:, Retrieved December 27, 2018 2936:. Boxtree. pp. 158–165. 2593:. Rolls-Royce. Archived from 2348:"Flight 232 Radio Transcript" 1716: 1550:Baghdad International Airport 1548:shortly after departing from 1186: 527:Attempts to control the plane 4955:Texas International Airlines 4737:American Airlines Flight 132 4678:SkyWest Airlines Flight 1834 4561:Vieques Air Link Flight 901A 4508:Eastern Air Lines Flight 855 4429:Eastern Air Lines Flight 935 2537:Babwin, Don (May 10, 2012). 1937:. Flight Safety Foundation. 1341:The House Theatre of Chicago 1139: 1102:Eastern Air Lines Flight 401 722:GPWS: "Whoop whoop pull up." 698:Records: "Pull 'em all off." 479:O'Hare International Airport 291:O'Hare International Airport 197:O'Hare International Airport 7: 4761:Delta Air Lines Flight 1141 4626:Teterboro mid-air collision 4620:Henson Airlines Flight 1517 4502:United Airlines Flight 2885 4464:Pilgrim Airlines Flight 458 4322:Angola Lockheed L-100 crash 4172:Olympic Aviation Flight 545 4052:Flying Tiger Line Flight 66 4042:Independent Air Flight 1851 3934:September 18, 2021, at the 3661:. Aviation Safety Network. 3635:. Aviation Safety Network. 3609:. Aviation Safety Network. 3583:. Aviation Safety Network. 2156:Retrieved January 10, 2013. 1634: 1512:Eastern Airlines Flight 935 1238:National Geographic Channel 1104:crash of a similarly sized 790:The aftermath of Flight 232 485:with continuing service to 465:Flight 232 lifted off from 335: 10: 5664: 5093:Legal and public relations 4808:United Express Flight 2415 4790:United Airlines Flight 232 4778:United Airlines Flight 811 4690:American Eagle Flight 5452 4602:Delta Air Lines Flight 191 4590:Galaxy Airlines Flight 203 4538:Anchorage runway collision 4532:Ozark Air Lines Flight 650 4342:United Express Flight 2415 4142:United Airlines Flight 232 4112:Surinam Airways Flight 764 4062:United Airlines Flight 811 3178:"The Impossible Landing". 3065:December 28, 2018, at the 2627:February 28, 2017, at the 1966:United Press International 1613:that caused fires in both 1534:Baikal Airlines Flight 130 1117: 1049:United Airlines Flight 173 977:Newer designs such as the 759:Of all of the passengers: 461:Takeoff and engine failure 400:Pan American World Airways 277:was a regularly scheduled 275:United Airlines Flight 232 129:McDonnell Douglas DC-10-10 63:Uncontained engine failure 22:United Airlines Flight 232 5507: 5464: 5433: 5378: 5335: 5122: 5092: 5046: 5025: 4999: 4963: 4907: 4891: 4868: 4817: 4770: 4749:Aloha Airlines Flight 243 4723: 4670: 4641: 4596:China Airlines Flight 006 4582: 4547: 4494: 4438: 4421: 4404: 4351: 4282:China Airlines Flight 204 4032:Germany mid-air collision 4003: 3880:October 10, 2022, at the 3539:: CS1 maint: unfit URL ( 3500:: CS1 maint: unfit URL ( 3461:: CS1 maint: unfit URL ( 3357:. NPR. January 11, 2008. 2932:Faith, Nicholas (1998) . 2735:10.1136/bmj.327.7429.1424 2078:: CS1 maint: unfit URL ( 1605:, encountered a flock of 1519:Japan Airlines Flight 123 1160:– investment fund manager 1047:in 1977 and the crash of 1045:Tenerife Airport disaster 928:Influence on the industry 692:Records: "Close 'em off." 427: 301:. On July 19, 1989, the 264: 256: 248: 240: 232: 224: 206: 192: 178: 168: 160: 152: 144: 134: 124: 119: 76: 58: 43: 38: 26: 5000:Former holding companies 4892:Current marketing brands 4861:United Airlines Holdings 4819:This list is incomplete. 4412:Air Wisconsin Flight 965 3795: 3186:Discovery Channel Canada 1904:Flight Safety Foundation 1651: 1599:Ural Airlines Flight 178 1420:Miracle in the Cornfield 1279:) featured the accident. 1041:crew resource management 1035:Crew resource management 326:crew resource management 5496:American General Center 5436:accidents and incidents 5381:accidents and incidents 5338:accidents and incidents 5125:accidents and incidents 5026:Frequent flyer services 5007:Jet Capital Corporation 4964:Former marketing brands 4945:People Express Airlines 4526:Air Illinois Flight 710 4458:World Airways Flight 30 4072:Air Ontario Flight 1363 3833:Aviation Safety Network 2646:March 14, 2022, at the 2106:Aviation Safety Network 1992:"FAA Registry (N1819U)" 1935:Aviation Safety Network 1899:Aviation Safety Network 1200:Air Crash Investigation 1076:Iowa Air National Guard 1006:Restraints for children 979:McDonnell Douglas MD-11 922:Airworthiness Directive 382: 47:July 19, 1989 4971:Continental Connection 4925:Continental Micronesia 4092:Transbrasil Flight 801 4012:Air battle near Tobruk 2561:Past Research Projects 2353:June 27, 2018, at the 1482: 1305:featured the accident. 1132:– commissioner of the 1113:Notable people onboard 1095: 868: 857: 815: 791: 752: 661: 592:cockpit voice recorder 536: 457: 449: 441: 387:Flight 232's captain, 330:The Impossible Landing 16:1989 aviation accident 5138:1934 Boeing 247 crash 5113:United Breaks Guitars 5012:Texas Air Corporation 4655:Aeroméxico Flight 498 4632:Death of Ricky Nelson 4514:Air Canada Flight 797 4446:Air Florida Flight 90 4302:Korean Air Flight 175 4292:Aeroflot Flight 37577 4162:Korean Air Flight 803 4022:Kegworth air disaster 3557:. FAA. Archived from 3210:. February 24, 1992. 3076:July 5, 2007, at the 2706:on December 30, 2008. 2438:Seconds From Disaster 2333:July 5, 2008, at the 2304:. December 25, 2015. 2296:""Leaving the Earth"" 2176:Air Disaster Volume 2 2152:May 20, 2016, at the 1646:Miracle on the Hudson 1480: 1363:Plane Crash Recreated 1233:Seconds From Disaster 1091: 893:operating temperature 863: 855: 813: 789: 750: 655: 588:Sioux Gateway Airport 534: 513:horizontal stabilizer 475:Central Daylight Time 455: 447: 435: 389:Alfred C. "Al" Haynes 307:Sioux Gateway Airport 104:42.40806°N 96.38389°W 81:Sioux Gateway Airport 5478:77 West Wacker Drive 5379:Continental Airlines 5054:William A. Patterson 4920:Continental Airlines 4272:TAN-SAHSA Flight 414 4132:Belgium MiG-23 crash 4122:Interflug Flight 102 3829:Accident description 3561:on February 25, 2013 2776:. December 9, 2010. 2654:, August 21, 2003. 2486:. October 12, 1989. 1597:On August 15, 2019, 1589:to reach the runway. 1528:In 1994, RA85656, a 1517:On August 12, 1985, 1402:of January 11, 2008. 1311:Charlie Victor Romeo 913:RMI Titanium Company 496:of its tail-mounted 355:engines produced by 4976:Continental Express 4622:(September 23 1985) 4360:► 1990 4354:1988 ◄ 4232:Partnair Flight 394 3415:RoadsideAmerica.com 3190:National Geographic 3184:. Season 11. 2012. 3127:The Washington Post 2999:. August 27, 2019. 2717:Newman, TB (2003). 2346:Sioux City Journal 1560:On March 14, 1980, 1481:Flight 232 Memorial 1473:Flight 232 Memorial 1379:'s television show 1303:The Weather Channel 1272:Survival in the Sky 1267:A Wing and a Prayer 1254:The History Channel 1227:featured the crash. 1124:John Kenneth Stille 960:Titanium processing 950:linear relationship 743:Injuries and deaths 707:Fitch: "Back, Al!" 639:lock due to gravity 584:Air traffic control 505:uncontained failure 109:42.40806; -96.38389 100: / 23: 4810:(December 26 1989) 4804:(December 15 1989) 4745:(February 19 1988) 4616:(September 6 1985) 4540:(December 23 1983) 4534:(December 20 1983) 4357: 4312:Avianca Flight 203 2674:on August 13, 2006 2557:"Active Home Page" 2453:. Clear-prop.org. 2411:planecrashinfo.com 2373:The New York Times 2326:Haynes, Capt. Al. 2115:on August 10, 2011 2015:Sioux City Journal 1698:Mountain Time Zone 1483: 1243:MSNBC Investigates 1154:– aircraft captain 981:have incorporated 858: 816: 792: 753: 662: 537: 458: 450: 442: 351:high bypass-ratio 125:Aircraft type 21: 5534: 5533: 5484:1600 Smith Street 4986:Shuttle by United 4950:Frontier Airlines 4826: 4825: 4796:USAir Flight 5050 4743:AVAir Flight 3378 4739:(February 3 1988) 4485:Pan Am Flight 830 4470:Pan Am Flight 759 4460:(January 23 1982) 4454:(January 18 1982) 4448:(January 13 1982) 4366: 4365: 4252:USAir Flight 5050 3240:Chicago Sun-Times 2668:"Aviation Issues" 2586:Thomas, Malcolm. 2484:Los Angeles Times 1931:"United Airlines" 1544:In 2003, OO-DLL, 1490:Similar accidents 1456:978-0-965-20865-9 1442:978-1-498-28428-8 1414:978-0-393-24002-3 1370:Survivor accounts 1345:United Flight 232 1284:Biography Channel 1211:A Thousand Heroes 1158:Helen Young Hayes 934:flight simulators 903:supplied GE with 730:End of recording. 574:flight instructor 396:National Airlines 364:hydraulic systems 342:McDonnell Douglas 272: 271: 5655: 5618:Sioux City, Iowa 5575: 5574: 5563: 5562: 5561: 5551: 5550: 5549: 5542: 5526: 5519: 5515: 5514: 5500: 4981:Continental Lite 4930:Continental West 4915:Capital Airlines 4869:Current airlines 4862: 4853: 4846: 4839: 4830: 4829: 4798:(September 1989) 4610:(August 25 1985) 4569:(August 24 1984) 4563:(August 2 1984)* 4431:(September 1981) 4393: 4386: 4379: 4370: 4369: 4358: 4222:Varig Flight 254 3998: 3997: 3995: 3980: 3973: 3966: 3957: 3956: 3902:Pre-crash photos 3866: 3817: 3816: 3814: 3812: 3791: 3785: 3784: 3782: 3780: 3764: 3758: 3757: 3755: 3753: 3738: 3732: 3731: 3729: 3727: 3708: 3702: 3701: 3699: 3697: 3681: 3675: 3674: 3672: 3670: 3655: 3649: 3648: 3646: 3644: 3629: 3623: 3622: 3620: 3618: 3603: 3597: 3596: 3594: 3592: 3577: 3571: 3570: 3568: 3566: 3551: 3545: 3544: 3538: 3530: 3528: 3526: 3520: 3512: 3506: 3505: 3499: 3491: 3489: 3487: 3481: 3473: 3467: 3466: 3460: 3452: 3450: 3448: 3437: 3431: 3430: 3428: 3426: 3407: 3401: 3400: 3398: 3396: 3377: 3371: 3370: 3368: 3366: 3347: 3341: 3340: 3338: 3336: 3331:on April 8, 2011 3327:. Archived from 3321: 3315: 3314: 3312: 3310: 3296: 3290: 3289: 3287: 3285: 3263: 3257: 3256: 3254: 3252: 3230: 3224: 3223: 3221: 3219: 3200: 3194: 3193: 3175: 3169: 3168: 3166: 3164: 3149: 3143: 3142: 3140: 3138: 3118: 3112: 3111: 3109: 3107: 3087: 3081: 3057: 3051: 3050: 3048: 3046: 3040: 3029: 3019: 3013: 3012: 3010: 3008: 2997:Travel + Leisure 2989: 2983: 2975:Presentation to 2974: 2972: 2970: 2954: 2948: 2947: 2929: 2923: 2922: 2921:on July 5, 2007. 2920: 2909: 2901: 2895: 2894: 2892: 2890: 2884: 2873: 2865: 2859: 2858: 2856: 2854: 2848: 2837: 2829: 2823: 2822: 2820: 2818: 2799: 2793: 2792: 2790: 2788: 2782: 2771: 2763: 2757: 2756: 2746: 2714: 2708: 2707: 2705: 2698: 2690: 2684: 2683: 2681: 2679: 2664: 2658: 2638: 2632: 2619: 2613: 2612: 2607: 2605: 2600:on June 10, 2011 2599: 2592: 2583: 2577: 2576: 2574: 2572: 2553: 2547: 2546: 2545:on May 14, 2012. 2534: 2525: 2524: 2522: 2520: 2506: 2500: 2499: 2497: 2495: 2476: 2467: 2466: 2464: 2462: 2447: 2441: 2433: 2427: 2426: 2424: 2422: 2403: 2397: 2396: 2394: 2392: 2364: 2358: 2344: 2338: 2324: 2318: 2317: 2315: 2313: 2292: 2283: 2282: 2280: 2278: 2273:on July 21, 2011 2269:. Archived from 2261: 2255: 2254: 2252: 2250: 2234: 2221: 2220: 2218: 2216: 2196: 2190: 2189: 2168: 2157: 2144: 2138: 2131: 2125: 2124: 2122: 2120: 2114: 2103: 2095: 2084: 2083: 2077: 2069: 2067: 2065: 2058:"Special report" 2050: 2031: 2030: 2028: 2026: 2006: 2000: 1999: 1988: 1982: 1981: 1979: 1977: 1957: 1951: 1950: 1948: 1946: 1926: 1920: 1919: 1917: 1915: 1889: 1883: 1882: 1880: 1878: 1872: 1865: 1857: 1851: 1850: 1848: 1846: 1840: 1829: 1819: 1710: 1707: 1701: 1694: 1688: 1685: 1679: 1677: 1667: 1523:Boeing 747-146SR 1466:Andrew Zuckerman 1298:Why Planes Crash 1214:, also known as 1207:television movie 1053:Portland, Oregon 973:Aircraft designs 848:Failed component 704:Records: "Okay." 557:control surfaces 498:General Electric 340:The airplane, a 311:Sioux City, Iowa 297:, continuing to 164:UNITED 232 HEAVY 115: 114: 112: 111: 110: 105: 101: 98: 97: 96: 93: 54: 52: 31: 24: 20: 5663: 5662: 5658: 5657: 5656: 5654: 5653: 5652: 5583: 5582: 5581: 5569: 5559: 5557: 5547: 5545: 5537: 5535: 5530: 5524: 5517: 5503: 5498: 5460: 5435: 5429: 5380: 5374: 5337: 5331: 5124: 5123:United Airlines 5118: 5088: 5042: 5021: 5017:UAL Corporation 4995: 4959: 4908:Former airlines 4903: 4887: 4876:United Airlines 4864: 4860: 4857: 4827: 4822: 4820: 4813: 4780:(February 1989) 4766: 4755:TACA Flight 110 4719: 4716:(December 1987) 4710:(November 1987) 4666: 4663:(November 1986) 4637: 4634:(December 1985) 4628:(November 1985) 4604:(August 2 1985) 4598:(February 1985) 4578: 4575:(December 1984) 4557:(February 1984) 4543: 4490: 4466:(February 1982) 4434: 4417: 4400: 4397: 4367: 4362: 4356: 4347: 4346: 4345: 4344: 4339: 4335: 4334: 4329: 4325: 4324: 4319: 4315: 4314: 4309: 4305: 4304: 4299: 4295: 4294: 4289: 4285: 4284: 4279: 4275: 4274: 4269: 4265: 4264: 4259: 4255: 4254: 4249: 4245: 4244: 4239: 4235: 4234: 4229: 4225: 4224: 4219: 4215: 4214: 4209: 4205: 4204: 4199: 4195: 4194: 4189: 4185: 4184: 4179: 4175: 4174: 4169: 4165: 4164: 4159: 4155: 4154: 4149: 4145: 4144: 4139: 4135: 4134: 4129: 4125: 4124: 4119: 4115: 4114: 4109: 4105: 4104: 4099: 4095: 4094: 4089: 4085: 4084: 4079: 4075: 4074: 4069: 4065: 4064: 4059: 4055: 4054: 4049: 4045: 4044: 4039: 4035: 4034: 4029: 4025: 4024: 4019: 4015: 4014: 4009: 3999: 3993: 3991: 3986: 3984: 3946:Accident photos 3936:Wayback Machine 3925:– 1992 TV movie 3898:, July 19, 1989 3882:Wayback Machine 3864: 3825: 3820: 3810: 3808: 3797: 3793: 3792: 3788: 3778: 3776: 3765: 3761: 3751: 3749: 3740: 3739: 3735: 3725: 3723: 3710: 3709: 3705: 3695: 3693: 3682: 3678: 3668: 3666: 3657: 3656: 3652: 3642: 3640: 3631: 3630: 3626: 3616: 3614: 3605: 3604: 3600: 3590: 3588: 3579: 3578: 3574: 3564: 3562: 3553: 3552: 3548: 3532: 3531: 3524: 3522: 3518: 3514: 3513: 3509: 3493: 3492: 3485: 3483: 3479: 3475: 3474: 3470: 3454: 3453: 3446: 3444: 3439: 3438: 3434: 3424: 3422: 3409: 3408: 3404: 3394: 3392: 3379: 3378: 3374: 3364: 3362: 3355:Morning Edition 3349: 3348: 3344: 3334: 3332: 3323: 3322: 3318: 3308: 3306: 3298: 3297: 3293: 3283: 3281: 3273:Chicago Tribune 3264: 3260: 3250: 3248: 3231: 3227: 3217: 3215: 3202: 3201: 3197: 3177: 3176: 3172: 3162: 3160: 3150: 3146: 3136: 3134: 3119: 3115: 3105: 3103: 3088: 3084: 3078:Wayback Machine 3067:Wayback Machine 3058: 3054: 3044: 3042: 3038: 3027: 3021: 3020: 3016: 3006: 3004: 2991: 2990: 2986: 2968: 2966: 2955: 2951: 2944: 2930: 2926: 2918: 2907: 2903: 2902: 2898: 2888: 2886: 2882: 2871: 2867: 2866: 2862: 2852: 2850: 2846: 2835: 2831: 2830: 2826: 2816: 2814: 2801: 2800: 2796: 2786: 2784: 2780: 2769: 2765: 2764: 2760: 2715: 2711: 2703: 2696: 2692: 2691: 2687: 2677: 2675: 2666: 2665: 2661: 2648:Wayback Machine 2639: 2635: 2629:Wayback Machine 2620: 2616: 2603: 2601: 2597: 2590: 2584: 2580: 2570: 2568: 2555: 2554: 2550: 2535: 2528: 2518: 2516: 2508: 2507: 2503: 2493: 2491: 2478: 2477: 2470: 2460: 2458: 2449: 2448: 2444: 2434: 2430: 2420: 2418: 2405: 2404: 2400: 2390: 2388: 2365: 2361: 2355:Wayback Machine 2345: 2341: 2335:Wayback Machine 2325: 2321: 2311: 2309: 2294: 2293: 2286: 2276: 2274: 2263: 2262: 2258: 2248: 2246: 2235: 2224: 2214: 2212: 2197: 2193: 2186: 2169: 2160: 2154:Wayback Machine 2145: 2141: 2132: 2128: 2118: 2116: 2112: 2101: 2097: 2096: 2087: 2071: 2070: 2063: 2061: 2051: 2034: 2024: 2022: 2007: 2003: 1990: 1989: 1985: 1975: 1973: 1958: 1954: 1944: 1942: 1929:Ranter, Harro. 1927: 1923: 1913: 1911: 1892:Ranter, Harro. 1890: 1886: 1876: 1874: 1870: 1863: 1859: 1858: 1854: 1844: 1842: 1838: 1827: 1821: 1820: 1723: 1719: 1714: 1713: 1708: 1704: 1695: 1691: 1686: 1682: 1670: 1668: 1659: 1654: 1637: 1609:resulting in a 1536:, crashed near 1510:, operating as 1508:Lockheed L-1011 1492: 1475: 1399:Morning Edition 1372: 1317:The 1991 novel 1198:(also known as 1189: 1164:Michael R. Matz 1142: 1120: 1115: 1106:Lockheed L-1011 1062: 1037: 1008: 988:stabilizer trim 983:hydraulic fuses 975: 962: 938:Nigeria Airways 930: 850: 808: 745: 634: 529: 463: 430: 406:Flight Engineer 385: 372:ram air turbine 368:flight controls 338: 319:flight controls 279:United Airlines 153:ICAO flight No. 145:IATA flight No. 139:United Airlines 108: 106: 102: 99: 94: 91: 89: 87: 86: 85: 83: 50: 48: 34: 17: 12: 11: 5: 5661: 5651: 5650: 5645: 5640: 5635: 5630: 5625: 5620: 5615: 5610: 5605: 5600: 5595: 5580: 5579: 5567: 5555: 5532: 5531: 5529: 5528: 5521: 5508: 5505: 5504: 5502: 5501: 5493: 5487: 5481: 5475: 5468: 5466: 5462: 5461: 5459: 5458: 5452: 5446: 5439: 5437: 5431: 5430: 5428: 5427: 5421: 5415: 5409: 5403: 5397: 5391: 5384: 5382: 5376: 5375: 5373: 5372: 5366: 5360: 5354: 5348: 5341: 5339: 5336:United Express 5333: 5332: 5330: 5329: 5323: 5317: 5311: 5305: 5299: 5293: 5287: 5281: 5275: 5269: 5263: 5257: 5251: 5245: 5239: 5233: 5227: 5221: 5216: 5210: 5205: 5199: 5193: 5188: 5182: 5176: 5170: 5164: 5158: 5152: 5146: 5140: 5135: 5128: 5126: 5120: 5119: 5117: 5116: 5109: 5104: 5096: 5094: 5090: 5089: 5087: 5086: 5081: 5076: 5071: 5066: 5061: 5056: 5050: 5048: 5044: 5043: 5041: 5040: 5035: 5029: 5027: 5023: 5022: 5020: 5019: 5014: 5009: 5003: 5001: 4997: 4996: 4994: 4993: 4988: 4983: 4978: 4973: 4967: 4965: 4961: 4960: 4958: 4957: 4952: 4947: 4942: 4937: 4932: 4927: 4922: 4917: 4911: 4909: 4905: 4904: 4902: 4901: 4899:United Express 4895: 4893: 4889: 4888: 4886: 4885: 4884: 4883: 4872: 4870: 4866: 4865: 4856: 4855: 4848: 4841: 4833: 4824: 4823: 4818: 4815: 4814: 4812: 4811: 4805: 4802:KLM Flight 867 4799: 4793: 4787: 4781: 4774: 4772: 4768: 4767: 4765: 4764: 4758: 4752: 4746: 4740: 4734: 4733:(January 1988) 4727: 4725: 4721: 4720: 4718: 4717: 4711: 4705: 4704:(October 1987) 4699: 4693: 4687: 4681: 4680:(January 1987) 4674: 4672: 4668: 4667: 4665: 4664: 4658: 4652: 4645: 4643: 4639: 4638: 4636: 4635: 4629: 4623: 4617: 4611: 4605: 4599: 4593: 4592:(January 1985) 4586: 4584: 4580: 4579: 4577: 4576: 4570: 4564: 4558: 4551: 4549: 4545: 4544: 4542: 4541: 4535: 4529: 4528:(October 1983) 4523: 4517: 4511: 4505: 4504:(January 1983) 4498: 4496: 4492: 4491: 4489: 4488: 4482: 4481:(July 23 1982) 4473: 4467: 4461: 4455: 4449: 4442: 4440: 4436: 4435: 4433: 4432: 4425: 4423: 4419: 4418: 4416: 4415: 4408: 4406: 4402: 4401: 4396: 4395: 4388: 4381: 4373: 4364: 4363: 4352: 4349: 4348: 4340: 4337: 4336: 4332:KLM Flight 867 4330: 4327: 4326: 4320: 4317: 4316: 4310: 4307: 4306: 4300: 4297: 4296: 4290: 4287: 4286: 4280: 4277: 4276: 4270: 4267: 4266: 4260: 4257: 4256: 4250: 4247: 4246: 4242:UTA Flight 772 4240: 4237: 4236: 4230: 4227: 4226: 4220: 4217: 4216: 4210: 4207: 4206: 4200: 4197: 4196: 4190: 4187: 4186: 4180: 4177: 4176: 4170: 4167: 4166: 4160: 4157: 4156: 4150: 4147: 4146: 4140: 4137: 4136: 4130: 4127: 4126: 4120: 4117: 4116: 4110: 4107: 4106: 4102:EAS Flight 602 4100: 4097: 4096: 4090: 4087: 4086: 4080: 4077: 4076: 4070: 4067: 4066: 4060: 4057: 4056: 4050: 4047: 4046: 4040: 4037: 4036: 4030: 4027: 4026: 4020: 4017: 4016: 4010: 4007: 4006: 4005: 4004: 4001: 4000: 3983: 3982: 3975: 3968: 3960: 3954: 3953: 3948: 3943: 3938: 3926: 3914: 3908: 3899: 3889: 3884: 3872: 3861: 3856: 3851: 3850: 3849: 3843:Alternate link 3835: 3824: 3823:External links 3821: 3819: 3818: 3786: 3759: 3733: 3703: 3676: 3650: 3624: 3598: 3572: 3546: 3507: 3468: 3432: 3402: 3385:Time Sensitive 3372: 3342: 3316: 3291: 3258: 3225: 3195: 3170: 3144: 3113: 3082: 3071:The CBA Museum 3052: 3014: 2984: 2949: 2942: 2924: 2896: 2860: 2824: 2794: 2758: 2709: 2685: 2659: 2633: 2614: 2578: 2548: 2526: 2501: 2468: 2442: 2428: 2398: 2359: 2339: 2319: 2284: 2256: 2222: 2191: 2184: 2172:Job, Macarthur 2158: 2139: 2126: 2085: 2032: 2001: 1983: 1952: 1921: 1884: 1852: 1720: 1718: 1715: 1712: 1711: 1702: 1689: 1680: 1656: 1655: 1653: 1650: 1649: 1648: 1643: 1636: 1633: 1632: 1631: 1591: 1590: 1574: 1568:, attempted a 1566:Ilyushin Il-62 1554: 1553: 1542: 1530:Tupolev Tu-154 1526: 1515: 1504: 1491: 1488: 1474: 1471: 1470: 1469: 1462:Spencer Bailey 1459: 1445: 1431: 1417: 1403: 1386: 1371: 1368: 1367: 1366: 1359: 1358:, winning two. 1337: 1330:The 1993 film 1328: 1315: 1308:The 1999 play 1306: 1293: 1280: 1263: 1251: 1228: 1224:Modern Marvels 1219: 1203: 1188: 1185: 1184: 1183: 1173: 1170:Jerry Schemmel 1167: 1161: 1155: 1149: 1146:Spencer Bailey 1141: 1138: 1137: 1136: 1127: 1119: 1116: 1114: 1111: 1084: 1083: 1072: 1069: 1061: 1058: 1036: 1033: 1007: 1004: 974: 971: 961: 958: 929: 926: 849: 846: 807: 804: 780: 779: 776: 773: 770: 767: 764: 744: 741: 732: 731: 728: 726: 725:Haynes: "God!" 723: 720: 717: 711: 708: 705: 702: 699: 696: 693: 633: 630: 626: 625: 618: 617: 610: 603: 602: 599: 541:control column 528: 525: 477:, en route to 462: 459: 429: 426: 384: 381: 337: 334: 270: 269: 266: 262: 261: 258: 254: 253: 250: 246: 245: 242: 238: 237: 234: 230: 229: 226: 222: 221: 208: 204: 203: 194: 190: 189: 180: 176: 175: 172: 166: 165: 162: 158: 157: 154: 150: 149: 146: 142: 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NASA. 2488:Archived 2455:Archived 2415:Archived 2385:Archived 2351:Archived 2331:Archived 2306:Archived 2243:Archived 2215:July 19, 2209:Archived 2174:(1996). 2150:Archived 2074:cite web 2019:Archived 1970:Archived 1939:Archived 1908:Archived 1868:Archived 1836:Archived 1635:See also 1607:seagulls 1333:Fearless 1180:Hot Rize 1051:outside 996:spoilers 992:ailerons 825:titanium 549:elevator 494:fan disk 353:turbofan 345:DC-10-10 336:Aircraft 257:Injuries 201:Illinois 193:Stopover 187:Colorado 135:Operator 120:Aircraft 39:Accident 5539:Portals 3992: ( 3990:in 1989 3870:YouTube 3831:at the 3771:. CNN. 3447:June 4, 3163:May 28, 2969:June 4, 2571:June 1, 2391:May 30, 2301:YouTube 2137:. 1996. 1615:CFM56-5 1582:Lipinki 1538:Irkutsk 1286:series 1246:on the 1118:Victims 876:fatigue 594:(CVR): 570:captain 565:phugoid 545:aileron 483:Chicago 440:report. 295:Chicago 59:Summary 49: ( 5457:(2009) 5451:(1991) 5445:(1988) 5426:(2008) 5420:(2006) 5414:(2000) 5408:(1987) 5402:(1978) 5396:(1965) 5390:(1962) 5371:(2019) 5365:(2017) 5359:(1996) 5353:(1994) 5347:(1989) 5328:(2021) 5322:(2018) 5316:(2001) 5310:(2001) 5304:(1997) 5298:(1991) 5292:(1989) 5286:(1989) 5280:(1983) 5274:(1978) 5268:(1977) 5262:(1972) 5256:(1969) 5250:(1965) 5244:(1965) 5238:(1964) 5232:(1962) 5226:(1961) 5215:(1958) 5204:(1955) 5198:(1955) 5187:(1951) 5181:(1951) 5175:(1948) 5169:(1947) 5163:(1947) 5157:(1943) 5151:(1936) 5145:(1935) 5134:(1933) 5047:People 4940:Pan Am 4338:Dec 26 4328:Dec 15 4318:Nov 27 4308:Nov 27 4298:Nov 25 4288:Nov 21 4278:Oct 26 4268:Oct 21 4258:Oct 18 4248:Sep 20 4238:Sep 19 4198:Aug 25 4188:Aug 15 4178:Aug 13 4158:Jul 27 4148:Jul 21 4138:Jul 19 4118:Jun 17 4098:Apr 10 4088:Mar 21 4078:Mar 18 4068:Mar 10 4058:Feb 24 4048:Feb 19 4028:Jan 13 3801:ria.ru 3181:Mayday 2982:staff. 2940: 2751: 2744:300791 2741: 2379: 2182: 1623:Moscow 1454: 1440: 1426: 1412: 1353:Equity 1195:Mayday 1080:triage 885:billet 881:vacuum 471:Denver 428:Events 349:CF6-6D 315:engine 287:Denver 174:N1819U 156:UAL232 5577:1980s 4881:fleet 4228:Sep 8 4218:Sep 3 4208:Sep 3 4168:Aug 3 4128:Jul 4 4108:Jun 7 4038:Feb 8 4018:Jan 8 4008:Jan 4 3904:from 3519:(PDF) 3480:(PDF) 3158:9News 3039:(PDF) 3028:(PDF) 2919:(PDF) 2908:(PDF) 2883:(PDF) 2872:(PDF) 2847:(PDF) 2836:(PDF) 2781:(PDF) 2770:(PDF) 2704:(PDF) 2697:(PDF) 2598:(PDF) 2591:(PDF) 2337:15:59 2113:(PDF) 2102:(PDF) 1871:(PDF) 1864:(PDF) 1839:(PDF) 1828:(PDF) 1675:830.2 1652:Notes 1601:, an 1564:, an 1323:, by 1269:" of 1248:MSNBC 905:TIMET 901:Alcoa 842:pitch 678:knots 666:flaps 614:Roger 501:CF6-6 303:DC-10 148:UA232 5565:Iowa 4771:1989 4724:1988 4671:1987 4642:1986 4583:1985 4548:1984 4495:1983 4439:1982 4422:1981 4405:1980 3994:1989 3923:IMDb 3813:2019 3781:2019 3754:2019 3728:2019 3698:2019 3671:2011 3645:2011 3619:2011 3593:2011 3567:2011 3541:link 3527:2011 3502:link 3488:2011 3463:link 3449:2008 3427:2021 3397:2021 3367:2011 3337:2011 3311:2023 3304:IMDb 3286:2016 3253:2016 3220:2006 3208:IMDb 3165:2022 3139:2020 3108:2019 3047:2020 3009:2019 2977:NASA 2971:2013 2938:ISBN 2891:2019 2855:2019 2819:2019 2789:2022 2749:PMID 2680:2011 2652:NTSB 2606:2011 2573:2006 2521:2022 2496:2011 2463:2011 2423:2021 2393:2019 2377:ISSN 2314:2017 2279:2011 2251:2011 2217:2009 2180:ISBN 2121:2011 2080:link 2066:2006 2027:2020 1978:2022 1947:2021 1916:2021 1879:2020 1847:2011 1521:, a 1452:ISBN 1438:ISBN 1424:ISBN 1410:ISBN 1282:The 1240:and 994:and 686:km/h 672:and 658:KTIV 438:NTSB 383:Crew 241:Crew 77:Site 67:loss 44:Date 4991:Ted 3921:at 3868:on 3845:at 3096:CBN 2739:PMC 2731:doi 2727:327 2723:BMJ 2514:UPI 1396:'s 1394:NPR 1301:on 1012:FAA 969:). 967:VAR 682:mph 481:in 469:in 309:in 293:in 289:to 285:in 268:184 260:171 252:112 236:285 228:296 69:of 5589:: 3894:, 3714:. 3537:}} 3533:{{ 3498:}} 3494:{{ 3459:}} 3455:{{ 3417:. 3413:. 3387:. 3383:. 3353:. 3302:. 3276:. 3270:. 3243:. 3237:. 3206:. 3188:/ 3156:. 3129:. 3125:. 3098:. 3094:. 3069:, 3030:. 2995:. 2961:. 2910:. 2874:. 2838:. 2805:. 2772:. 2747:. 2737:. 2725:. 2721:. 2650:. 2608:. 2559:. 2529:^ 2512:. 2482:. 2471:^ 2413:. 2409:. 2383:. 2375:. 2371:. 2298:. 2287:^ 2241:. 2225:^ 2207:. 2203:. 2161:^ 2104:. 2088:^ 2076:}} 2072:{{ 2056:. 2035:^ 2017:. 2013:. 1994:. 1968:. 1964:. 1933:. 1906:. 1902:. 1896:. 1830:. 1724:^ 1660:^ 1621:, 1458:). 1444:). 1430:). 1416:). 489:. 244:11 217:, 213:, 5541:: 5115:" 5111:" 4852:e 4845:t 4838:v 4392:e 4385:t 4378:v 3996:) 3979:e 3972:t 3965:v 3913:. 3815:. 3783:. 3756:. 3730:. 3700:. 3673:. 3647:. 3621:. 3595:. 3569:. 3543:) 3529:. 3504:) 3490:. 3465:) 3451:. 3429:. 3399:. 3369:. 3339:. 3313:. 3288:. 3255:. 3222:. 3192:. 3167:. 3141:. 3110:. 3049:. 3011:. 2973:. 2946:. 2893:. 2857:. 2821:. 2791:. 2755:. 2733:: 2682:. 2575:. 2523:. 2498:. 2465:. 2425:. 2395:. 2316:. 2281:. 2253:. 2219:. 2188:. 2123:. 2082:) 2068:. 2029:. 1998:. 1980:. 1949:. 1918:. 1881:. 1849:. 1468:. 1365:. 1218:. 660:. 53:)

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