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indication systems resulting from maintenance-induced damage leading to the separation of the No. 1 engine and pylon assembly at a critical point during takeoff. The separation resulted from damage caused by improper maintenance procedures, which led to the failure of the pylon structure. Contributing to the cause of the accident were the vulnerability of the design of the pylon attachment points to maintenance damage; the vulnerability of the design of the leading-edge slat system to the damage which produced asymmetry; deficiencies in
Federal Aviation Administration surveillance and reporting systems, which failed to detect and prevent the use of improper maintenance procedures; deficiencies in the practices and communications among the operators, the manufacturer, and the FAA, which failed to determine and disseminate the particulars regarding previous maintenance damage incidents; and the intolerance of prescribed operational procedures to this unique emergency.
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maintenance work on N110AA did not go smoothly. The mechanics started disconnecting the engine and pylon as a single unit, but a shift change occurred halfway through the job. During this interval, even though the forklift remained stationary, the forks supporting the entire weight of the engine and pylon moved downward slightly due to a normal loss of hydraulic pressure associated with the forklift engine being turned off; this caused a misalignment between the engine/pylon and wing. When work was resumed, the pylon was jammed on the wing, and the forklift had to be re-positioned. Whether damage to the mount was caused by the initial downward movement of the engine/pylon structure or by the realignment attempt is unclear. Regardless of how it happened, the resulting damage, although insufficient to cause an immediate failure, eventually developed into
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The NTSB thus examined the effects that the engine's separation would have on the aircraft's flight control, hydraulic, electrical, and instrumentation systems. Unlike other aircraft designs, the DC-10 was not equipped with a separate mechanism that would lock the extended leading-edge slats into place, relying instead solely on the hydraulic pressure within the system. The NTSB determined that the engine tore through hydraulic lines as it separated from the DC-10's wing, causing a loss of hydraulic pressure; airflow over the wings forced the left wing slats to retract, which caused a stall over the left wing. In response to the accident, slat relief valves were mandated to prevent slat retraction in case of hydraulic line damage.
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to restore electrical power to the number-one electrical bus. That would have worked only if electrical faults were no longer present in the number-one electrical system. To reach that backup power switch, the flight engineer would have had to rotate his seat, release his safety belt, and stand up. Regardless, the aircraft did not get any higher than 350 feet (110 m) above the ground and was only in the air for 31 seconds between the time the engine separated and the moment it crashed; there was insufficient time to perform such an action. In any event, the first officer was flying the airplane, and his instruments continued to function normally.
912:. The partial electrical power failure, produced by the separation of the left engine, meant that neither the stall warning nor the slat retraction indicator was operative. Therefore, the crew did not know that the slats on the left wing were retracting. This retraction significantly raised the stall speed of the left wing. Thus, flying at the takeoff safety airspeed caused the left wing to stall while the right wing was still producing lift, so the aircraft banked sharply and uncontrollably to the left. Simulator recreations after the accident determined that "had the pilot maintained excess airspeed the accident may not have occurred."
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electrical bus is not known. The aircraft eventually slammed into a field around 4,600 feet (1,400 m) from the end of the runway. Large sections of aircraft debris were hurled by the force of the impact into an adjacent trailer park, destroying five trailers and several cars. The DC-10 also crashed into an old storage hangar at the edge of the airport at the former site of
Ravenswood Airport. The aircraft was destroyed by the impact force and ignition of a nearly full load of 21,000 US gallons (79,000 L; 17,000 imp gal) of fuel; no sizable components other than the engines and tail section remained.
445:(CVR) lost power when the engine detached. The only crash-related audio collected by the recorder is a thumping noise (likely the sound of the engine separating), followed by the first officer exclaiming, "Damn!", at which point the recording ends. This may also explain why air traffic controllers were unsuccessful in their attempts to radio the crew and inform them that they had lost an engine. This loss of power did, however, prove useful in the investigation, serving as a marker of exactly what circuit in the DC-10's extensive electrical system had failed.
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started rotation, the engine came off, went up over the top of the wing, and rolled back down onto the runway... Before going over the wing, the engine went forward and up just as if it had lift and was actually climbing. It didn't strike the top of the wing on its way; rather, it followed the clear path of the airflow of the wing, up and over the top of it, then down below the tail. The aircraft continued a fairly normal climb until it started a turn to the left. And at that point, I thought he was going to come back to the airport.
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was important evidence, as the only way the pylon fitting could strike the wing's mounting bracket in the observed manner was if the bolts that held the pylon to the wing had been removed, and the engine/pylon assembly was supported by something other than the aircraft itself. Therefore, investigators could now conclude that the observed damage to the rear pylon mount had been present before the crash occurred rather than being caused by it.
837:, had developed a different procedure that saved about 200 working hours per aircraft and "more importantly from a safety standpoint, it would reduce the number of disconnects (of systems such as hydraulic and fuel lines, electrical cables, and wiring) from 79 to 27." This new procedure involved the removal of the engine and pylon assembly as a single unit rather than as individual components. United's implementation involved the use of an
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the airplane's engine mounting and pylon design met relevant requirements. Once the FAA was satisfied that maintenance issues were primarily at fault and not the actual design of the aircraft, the type certificate was restored on July 13, and the special air regulation was repealed. The type certificate was amended, however, stating, "...removal of the engine and pylon as a unit will immediately render the aircraft unairworthy."
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829:, between March 29 and 30, 1979. On those dates, the aircraft had undergone routine service, during which the engine and pylon had been removed from the wing for inspection and maintenance. The removal procedure recommended by McDonnell-Douglas called for the engine to be detached from the pylon before detaching the pylon itself from the wing. However, American, as well as
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942:(1974). The separation of engine one from its mount, the publication of the dramatic images of the airplane missing its engine seconds before the crash, and a second photo of the fireball resulting from the impact, raised widespread concerns about the safety of the DC-10. Another blow to the airplane's reputation was dealt two weeks after the crash when the
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1028:, restored some of the aircraft's reputation. Despite the aircraft losing an engine and all flight controls and crash-landing in a huge fireball (which was caught on video by a local news crew) that killed 112 people, 184 people survived the accident. Experts praised the DC-10's sturdy construction as partly responsible for the high number of survivors.
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still deployed and its engine providing full takeoff thrust. The disrupted and unbalanced aerodynamics of the aircraft caused it to roll abruptly to the left until it was partially inverted, reaching a bank angle of 112°, before crashing in an open field by a trailer park near the end of the runway. The engine separation was attributed to damage to the
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began leaking fluid, but maintained pressure and operation until impact. Hydraulic system two was undamaged. The number-one electrical bus, the generator of which was attached to the number-one engine, failed as well, causing several electrical systems to go offline, most notably the captain's instruments, his
1040:). Despite initial safety concerns, DC-10 aircraft continued to serve with passenger airlines for over three decades after the crash of Flight 191. DC-10 production ended in 1988, and many retired passenger DC-10s have since been converted to all-cargo use. The DC-10 freighter, along with its derivative, the
950:(equivalent to $ 1.6 million in 2023) by the U.S. government for improper maintenance procedures. Earl Russell Marshall, a crew chief at the American Airlines maintenance facility in Tulsa where the last maintenance procedure on the aircraft had taken place, died by suicide the night before he was to be
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to evaluate the design of the DC-10 and the U.S. regulatory system in general. The panel's report, published in June 1980, found "critical deficiencies in the way the government certifies the safety of
American-built airliners", focusing on a shortage of FAA expertise during the certification process
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for the DC-10, thereby grounding all DC-10s under its jurisdiction. It also enacted a special air regulation banning the DC-10 from U.S. airspace, which prevented foreign DC-10s not under the jurisdiction of the FAA from flying within the country. This was done while the FAA investigated whether
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The aircraft climbed to about 325 feet (100 m) above ground level while spewing a white mist trail of fuel and hydraulic fluid from the left wing. The first officer followed the flight director and raised the nose to 14°, which reduced the airspeed from 165 knots (190 mph; 306 km/h) to
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For 32 years, the victims had no permanent memorial. Funding was obtained for a memorial in 2009 through a two-year effort by the sixth-grade class of
Decatur Classical School in Chicago. The memorial, a 2-foot-high (0.6 m) concave wall with interlocking bricks displaying the names of the crash
886:(143 mph; 230 km/h) to 159 kn (183 mph; 294 km/h). The DC-10 incorporates two warning devices that might have alerted the pilots to the impending stall: the slat disagreement warning light, which should have illuminated after the uncommanded retraction of the slats, and the
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The NTSB determined that the loss of one engine and the asymmetrical drag caused by damage to the wing's leading edge should not have been enough to cause the pilots to lose control of their aircraft; the aircraft should have been capable of returning to the airport using its remaining two engines.
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During the investigation, an examination of the pylon attachment points revealed some damage done to the wing's pylon mounting bracket that matched the bent shape of the pylon's rear attachment fitting. This meant that the pylon attachment fitting had struck the mounting bracket at some point. This
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Witnesses to the crash were in universal agreement that the aircraft had not struck any foreign objects on the runway. In addition, no pieces of the wing or other aircraft components were found along with the separated engine, other than its supporting pylon; this led investigators to conclude that
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disagreement sensors. A switch in the overhead panel would have allowed the captain to restore power to his instruments, but it was not used. The flight engineer might have reached the backup power switch (as part of an abnormal situation checklist, not as part of their takeoff emergency procedure)
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As the aircraft got closer, I noticed what appeared to be vapor or smoke of some type coming from the leading edge of the wing and the number-one engine pylon. I noticed that the number-one engine was bouncing up and down quite a bit and just about the time the aircraft got opposite my position and
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on the captain's control column, which activates close to the stall speed. Both of these warning devices were powered by an electric generator driven by the number-one engine, and both became inoperable after the loss of that engine. The first officer's control column was not equipped with a stick
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The engine separation severed the hydraulic fluid lines that controlled the leading-edge slats on the left wing and locked them in place, causing the outboard slats (immediately left of the number-one engine) to retract under air load. The retraction of the slats raised the stall speed of the left
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in place and damaged a 3-foot (1 m) section of the left wing's leading edge. Aerodynamic forces acting on the wing resulted in an uncommanded retraction of the outboard slats. As the aircraft began to climb, the damaged left wing produced far less lift than the right wing, which had its slats
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operating this flight was taking off from runway 32R at O'Hare
International when its left engine detached from the wing, causing a loss of control, and the aircraft crashed about 4,600 feet (1,400 m) from the end of runway 32R. All 271 occupants on board were killed, along with two people on
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Wind-tunnel and flight-simulator tests were conducted to help understand the aircraft's trajectory after the engine detached and the left wing slats retracted. Those tests established that the damage to the wing's leading edge and retraction of the slats increased the stall speed of the left wing
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The wreckage was too severely fragmented to determine the exact position of the rudders, elevators, flaps, and slats before impact. An examination of eyewitness photographs showed only that the right wing slats were fully extended as the crew tried unsuccessfully to correct their steep roll. The
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and jam the pylon against the wing's attachment points. Forklift operators were guided only by hand and voice signals, as they could not directly see the junction between the pylon and the wing. Positioning had to be extremely accurate, or structural damage could result. Compounding the problem,
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positioned behind the captain's shoulder and connected to view screens in the passenger cabin, the passengers may have witnessed these events from the viewpoint of the cockpit as the aircraft dove towards the ground. Whether the camera's view was interrupted by the power loss from the number-one
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In addition, due to the loss of the engine, several related systems failed. The number-one hydraulic system, powered by the number-one engine failed, but continued to operate through motor pumps that mechanically connected it to hydraulic system three. Hydraulic system three was also damaged and
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The investigation also revealed other DC-10s with damage caused by the same faulty maintenance procedure. The faulty procedure was banned, and the aircraft type went on to have a long career as a passenger and cargo aircraft. In response to this accident, American
Airlines was fined $ 500,000
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representative from McDonnell-Douglas stated the company would "not encourage this procedure due to the element of risk" and had so advised
American Airlines. McDonnell-Douglas, however, "does not have the authority to either approve or disapprove the maintenance procedures of its customers."
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The
National Transportation Safety Board determines that the probable cause of this accident was the asymmetrical stall and the ensuing roll of the aircraft because of the uncommanded retraction of the left wing outboard leading edge slats and the loss of stall warning and slat disagreement
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Inspection of the DC-10 fleets of the three airlines revealed that while United's hoist approach seemed harmless, several DC-10s at both
American and Continental already had fatigue cracking and bending damage to their pylon mounts caused by similar maintenance procedures. The field service
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engines. A review of the aircraft's flight logs and maintenance records showed that no mechanical discrepancies were noted for May 11, 1979. On the day of the accident, in violation of standard procedure, the records were not removed from the aircraft and were destroyed in the accident. The
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Orders for DC-10s dropped off sharply after the events of 1979 (the U.S. economic recession of 1979–82 was also a contributing factor in reduced demand for airliners). From there until the end of production 10 years later, the two largest DC-10 customers were FedEx and the
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The aircraft involved in the accident was a McDonnell
Douglas DC-10-10 registered as N110AA. At the time of the crash, it had logged just under 20,000 hours of flying time over seven years since it was delivered in 1972. The aircraft was powered by three
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Captain Walter H. Lux (age 53) had been flying the DC-10 since its introduction eight years earlier. He had logged around 22,000 flying hours, of which about 3,000 were in a DC-10. He was also qualified to pilot 17 other aircraft, including the
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Mankiewicz, R. H. (1981). "Statut et interprétation des dispositions de la Convention de Chicago en droit américain dans l'affaire des DC 10" [Status and Interpretation of the Chicago Convention Provisions in US Law in the DC 10 Case].
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regarding regulatory standards, taking a design approach that addresses how the pilots could address single-system failures without adequately considering scenarios in which multiple simultaneous malfunctions of different systems could occur.
404:. First Officer James Dillard (age 49) and Flight Engineer Alfred Udovich (age 56) were also highly experienced; they had 9,275 hours and 15,000 hours, respectively. Between them, they had 1,830 hours of flying experience in the DC-10.
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shaker; McDonnell Douglas offered the device as an option for the first officer, but American Airlines chose not to have it installed on its DC-10 fleet. Stick shakers for both pilots became mandatory in response to this accident.
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The disaster and investigation received widespread media coverage. The impact on the public was increased by the dramatic effect of an amateur photo taken of the aircraft rolling that was published on the front page of the
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and struck the engine. Hence, the engine/pylon assembly separation could only have resulted from a structural failure. The cockpit instrument panels were damaged so badly that they did not provide any useful information.
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762:, at Lake Park at the northwest corner of Lee and Touhy Avenues, two miles east of the crash site. A remembrance ceremony was held at the memorial on May 25, 2019, the 40th anniversary of the accident.
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wrote the song "Ballad of Flight 191 (They Know Everything About It)" in response to the crash and the subsequent investigation as the inaugural song for a series of topical songs that aired on
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The crash of Flight 191 brought strong criticism from the media regarding the DC-10's safety and design. The DC-10 had been involved in two accidents related to the design of its cargo doors,
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486:. With the left wing stalled, the aircraft began banking to the left, rolling over onto its side until it was partially inverted at a 112° bank angle with its right wing over its left wing.
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to support the engine/pylon assembly during removal and reinstallation. The method chosen by American and Continental relied on supporting the engine/pylon assembly with a large
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The NTSB determined that the damage to the left-wing engine pylon had occurred during an earlier engine change at the American Airlines aircraft maintenance facility in
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from Los Angeles. The Western crash, however, was due to low visibility and an attempt to land on a closed runway, through, reportedly, confusion of its crew.
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with it. The combined unit flipped over the top of the wing and landed on the runway. Robert Graham, supervisor of maintenance for American Airlines, stated:
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The crash site is a field located northwest of the intersection of Touhy Avenue (Illinois Route 72) and Mount Prospect Road on the border of the suburbs of
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If the forklift had been positioned incorrectly, the engine/pylon assembly would not be stable as it was being handled, causing it to rock like a
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wing to about 159 knots (183 mph; 294 km/h), 6 knots (6.9 mph; 11 km/h) higher than the prescribed takeoff safety airspeed (V
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In addition to the 271 people on board the aircraft, two employees at a nearby repair garage were killed, and two more were severely burned.
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Aircraft Accident Report: American Airlines, Inc. DC-10-10, N110AA, Chicago O'Hare International Airport, Chicago, Illinois, May 25, 1979
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titled "Chicago Plane Crash" detailed the crash and included film of the investigation press conferences. The Canadian television series
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position of the left wing slats could not be determined from the blurry color photographs, so they were sent to a laboratory in
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Barnett, Arnold; Lofaso, Anthony J. (November 1, 1983). "After the Crash: The Passenger Response to the DC-10 Disaster".
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precautions toward making sure the plane was in a full working environment were not taken on the left wing's engine.
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2649:"Hundreds gather at memorial service to honor the 273 people killed 40 years ago when Flight 191 crashed at O'Hare"
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victims, was formally dedicated in a ceremony on October 15, 2011. The memorial is located on the south shore of
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Disasters, Accidents, and Crises in American History: A Reference Guide to the Nation's Most Catastrophic Events
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An asterisk (*) denotes an incident that either took place in a U.S. territory, or in adjacent waters thereof.
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1875:"American Airlines Flight 191: Faces of the victims from the May 25, 1979 plane crash north of O'Hare airport"
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the ground. With 273 fatalities, it is the deadliest aviation accident to have occurred in the United States.
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2341:"ASN Aircraft accident McDonnell Douglas DC-10-10 N903WA Mexico City-Juarez International Airport (MEX)"
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and a corresponding overreliance on McDonnell Douglas to ensure that the design was safe. Writing for
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What was said in the cockpit in the 31 seconds leading up to the final impact is not known, as the
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on November 28, 1979, which killed 257 people, added to the DC-10's negative reputation. The
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Thirty victims whose remains were never identified are buried at Green Hills Memorial Park in
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These audio files were created from a revision of this article dated 5 March 2020
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In the wake of the grounding, the FAA convened a safety panel under the auspices of the
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Aviation accidents and incidents in the United States and U.S. territories in the 1970s
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1900:"O'Hare western access tollway planned for field where Flight 191 crashed 40 years ago"
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assembly separated from the left wing, ripping away a 3-foot (1 m) section of the
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structure holding the engine to the wing, caused by improper maintenance procedures at
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Flight 191 after takeoff, missing its left engine, leaking fuel and hydraulic fluid
1182:- a list of other accident and/or incident flights with the same or similar number
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The findings of the investigation by the NTSB were released on December 21, 1979:
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2762:"Public Lessons Learned from Accidents – American Airlines Flight 191"
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509:
88:
1507:
4588:
Airliner accidents and incidents involving in-flight engine separations
4543:
Airliner accidents and incidents caused by in-flight structural failure
3483:
3036:
2994:
1135:
List of aircraft accidents and incidents by number of ground fatalities
759:
401:
1642:"American Airlines' List of Passengers Killed in Jet Crash at Chicago"
1971:
1399:. (North Carolina). (Washington Star). December 22, 1979. p. 5A.
1204:
1014:
796:
367:
342:
2832:
3552:
3041:
2969:
2872:
902:
842:
814:
721:
489:
461:
96:
969:
On June 6, 1979, two weeks after the crash, the FAA suspended the
1536:. Vol. 128, no. 44230. Associated Press. May 27, 1979.
1417:. (Toledo, Ohio). Associated Press. December 22, 1979. p. 1.
1079:
channel produced a documentary on the crash, and an episode from
849:
695:
2481:"McDonnell Douglas' DC-10 makes its last passenger flight today"
1456:. AirDisaster.com. Archived from the original on August 13, 2006
412:
1277:
1275:
1273:
1271:
1269:
1267:
1265:
1263:
1261:
1259:
1257:
1255:
1253:
1251:
1249:
1247:
1245:
1243:
46:
4573:
Accidents and incidents involving the McDonnell Douglas DC-10
4563:
Airliner accidents and incidents caused by maintenance errors
4548:
Aviation accidents and incidents in the United States in 1979
1920:. AirDisaster.Com. Archived from the original on June 7, 2011
1241:
1239:
1237:
1235:
1233:
1231:
1229:
1227:
1225:
1223:
1053:
2473:
1381:. (Oregon). Associated Press. December 21, 1979. p. 5A.
328:(NTSB) found that as the aircraft was beginning its takeoff
2309:. (Oregon). Associated Press. October 31, 1979. p. 1A.
4593:
Aviation accidents and incidents caused by loss of control
2108:"The wife of an airline mechanic who committed suicide..."
1220:
482:) of 153 knots. As a result, the left wing entered a full
2243:"ASN Aircraft accident McDonnell Douglas DC-10-10 N110AA"
1117:
990:. Ostrower faults both manufacturers for focusing on the
801:
712:, music business producer/manager/promoter/executive for
4449:
United States Civil Administration of the Ryukyu Islands
2421:. (Oregon). wire reports. November 28, 1979. p. 1A.
2230:. (Oregon). Associated Press. June 6, 1979. p. 1A.
2212:. (Oregon). Associated Press. June 6, 1979. p. 1A.
808:
assembly indicating the failed aft pylon attach fitting
2772:
PlaneCrashInfo.Com – American Airlines Flight 191
1393:"DC-10 crash blamed on airline maintenance procedures"
4457:
1496:
Knowing When to Stop: The Investigation of Flight 191
1320:"270 killed in Chicago crash, worst in U.S. history"
1130:
List of disasters in the United States by death toll
687:
Two of the victims in the crash of Flight 191 were:
2071:
2069:
2067:
3933:Wichita State University football team plane crash
2612:
1781:"Memorial to victims of 1979 plane crash unveiled"
2150:"Aftermath of DC-10 crash still impacts industry"
1811:"Flight 191 Memorial – Des Plaines Park District"
493:Firefighters survey the Flight 191 crash site in
4529:
2064:
1699:. Associated Press. May 29, 1979. Archived from
3080:
2234:
1722:Rumore, Kori; Berlin, Jonathon (June 3, 2019).
1612:(2 ed.). Shrewsbury: Airlife. p. 49.
1149:Similar accidents caused by engine separation:
527:
366:N110AA, the aircraft involved, photographed at
2397:"All 257 aboard killed in Antarctic jet crash"
1095:, which subsequently aired in the U.S. on the
1048:fleet. The DC-10s have been upgraded with the
3881:
3538:
3412:Association of Professional Flight Attendants
2848:
2457:. Christchurch City Libraries. Archived from
2451:"Aircraft Accident: DC. 10 ZK-NZP Flight 901"
2035:
2031:
2029:
2027:
1960:Aircraft Engineering and Aerospace Technology
316:. On the afternoon of May 25, 1979, the
4538:Airliner accidents and incidents in Illinois
3945:Capitol International Airways Flight C2C3/26
2560:"Chicago Plane Crash / Flight Engine Down".
2269:
1721:
1429:"Accident McDonnell Douglas DC-10-10 N110AA"
1060:operated the final DC-10 passenger flights.
998:On October 31, 1979, a DC-10 flying as
80:Engine detachment leading to loss of control
2777:Flight 191 Remembered (Fox Chicago website)
1446:
908:) and attitude (angle), as directed by the
500:Since the cockpit had been equipped with a
3997:Northwest Orient Airlines Flight 305 (See
3968:Colorado Aviation Aero Commander 680 crash
3888:
3874:
3809:Pakistan International Airlines Flight 740
3545:
3531:
2855:
2841:
2176:
2024:
2005:
1986:
1567:. No. 154. p. 16. Archived from
1052:from the MD-11, thereby turning them into
465:Crash site of American Airlines Flight 191
45:
4568:American Airlines accidents and incidents
2206:"FAA ground DC-10s in unprecedented step"
1607:
1375:"Airline gets blame for worst U.S. crash"
1363:. (Oregon). Associated Press. p. 1A.
1326:. (Oregon). Associated Press. p. 1A.
788:on the Sunday two days after the crash.
2817:The Museum of Classic Chicago Television
2714:
2646:
2433:"Pilot blamed in crash of Antarctic jet"
2389:
2180:Annuaire Français de Droit International
2120:
2075:
1839:
1411:"Fatal Chicago crash is laid to airline"
956:
795:
488:
460:
411:
361:
4135:Texas International Airlines Flight 655
3927:Trans International Airlines Flight 863
2216:
2147:
2078:"A final flight into the history books"
1953:
1951:
1949:
1583:
1489:
1487:
1485:
1367:
1354:
1311:
14:
4530:
4105:DeKalb–Peachtree Airport Learjet crash
2728:, and do not reflect subsequent edits.
2529:
2407:
2373:. UPI. November 1, 1979. p. A17.
2319:
2240:
2224:"FAA allows DC-10 fleet back in skies"
2198:
1872:
1734:from the original on November 26, 2019
1540:from the original on September 9, 2017
1454:"Investigation: American Airlines 191"
1403:
1348:
1317:
1063:
929:
813:nothing else had broken free from the
4364:Pacific Southwest Airlines Flight 182
4200:Northwest Orient Airlines Flight 6231
4046:Pacific Southwest Airlines Flight 710
3915:Eastern Air Lines Shuttle Flight 1320
3869:
3526:
2862:
2836:
2787:Pre-crash pictures from Airliners.net
2491:from the original on December 7, 2013
2425:
2403:. UPI. November 28, 1979. p. A1.
2377:from the original on January 15, 2020
2322:"Western DC-10 jet crashes in Mexico"
2313:
2257:from the original on January 10, 2011
2172:
2170:
2088:from the original on November 6, 2012
1791:from the original on October 15, 2011
1693:"Family's air tragedy repeats itself"
1558:
1500:Massachusetts Institute of Technology
1385:
1330:
1292:. December 21, 1979. NTSB-AAR-79-17.
4583:May 1979 events in the United States
4235:Overseas National Airways Flight 032
2610:
2367:"Runway Confusion Tied to Jet Crash"
2320:Tamayo, Juan O. (October 31, 1979).
2295:
1946:
1760:from the original on August 10, 2011
1724:"Faces of the victims of Flight 191"
1493:
1482:
1290:National Transportation Safety Board
1024:Another DC-10 crash 10 years later,
988:2019 grounding of the Boeing 737 MAX
791:
326:National Transportation Safety Board
1958:"Chicago DC-10 Accident Findings".
1778:
1561:"...191, do you want to come back?"
1299:from the original on April 22, 2019
864:
420:On the accident flight, during the
304:was a regularly scheduled domestic
24:
4058:Sacramento Canadair Sabre accident
3739:Dniprodzerzhynsk mid-air collision
2745:Memorial in Lake Park, Des Plaines
2640:
2338:
2167:
2076:Thornton, Paul (January 7, 2007).
1821:from the original on June 14, 2017
1357:"Tape offers no clue in jet crash"
1338:"Worst U.S. plane crash kills 271"
1091:profiled the crash in the episode
25:
4604:
4287:Japan Air Lines Cargo Flight 1045
3759:Aero Trasporti Italiani Flight 12
2669:
2647:McCoppin, Robert (May 25, 2019).
2517:from the original on May 10, 2011
2415:"257 die in crash of tourist jet"
2347:from the original on June 2, 2013
2328:. (Bend, Oregon). UPI. p. 1.
1854:from the original on May 26, 2019
1840:McCoppin, Robert (May 25, 2019).
1671:"Jumbo Jet Crashes On Take Off".
1591:"Did plane's TV show death dive?"
1498:(Masters thesis). Cambridge, MA:
1355:Roberts, Charles (May 27, 1979).
915:
314:Los Angeles International Airport
233:Los Angeles International Airport
4515:
4503:
4491:
4479:
4467:
4170:Commonwealth Commuter Flight 317
4040:Lake Winnebago mid-air collision
3555:Aviation accidents and incidents
3507:
3506:
2713:
2701:
2691:
2013:Airworthiness Directive 80-03-10
1994:Airworthiness Directive 80-03-03
1344:. UPI. May 26, 1979. p. A1.
1163:Japan Air Lines Cargo Flight 46E
1140:Aviation accidents and incidents
954:by McDonnell Douglas attorneys.
804:diagram of the DC-10 engine and
776:
645:
642:
628:
625:
611:
608:
594:
591:
577:
574:
502:closed-circuit television camera
424:, the number-one engine and its
4346:Continental Airlines Flight 603
4217:Golden West Airlines Flight 261
4076:Chicago–O'Hare runway collision
2615:Steve Goodman: Facing the Music
2604:
2574:
2553:
2503:
2443:
2359:
2332:
2114:
1910:
1892:
1866:
1833:
1803:
1772:
1746:
1715:
1685:
1664:
1634:
1601:
1552:
1522:
1173:Reeve Aleutian Airways Flight 8
1002:crashed in Mexico City after a
961:Grounded DC-10s of Swissair at
944:Federal Aviation Administration
767:Rancho Palos Verdes, California
27:1979 DC-10 crash in Chicago, US
3629:Interflug Ilyushin Il-18 crash
2303:"DC-10 crashes at Mexico City"
2241:Ranter, Harro (May 11, 2007).
1918:"Accident Photo: American 191"
1756:. Daily Herald. May 25, 2011.
1530:"Dive May Have Been Televised"
1421:
1193:
470:the takeoff safety airspeed (V
386:
13:
1:
3980:Allegheny Airlines Flight 485
3839:Turkish Airlines Ankara crash
3433:Passenger Service Association
2121:Campbell, Ballard C. (2008).
1873:Rumore, Kori (May 26, 2022).
1559:Young, David (June 3, 1979).
1318:Wilson, Marc (May 26, 1979).
1214:
734:Tommy James and the Shondells
682:
352:
4578:O'Hare International Airport
4447:(July 1970) occurred in the
4429:American Airlines Flight 444
4423:American Airlines Flight 293
4405:American Airlines Flight 191
4358:National Airlines Flight 193
4258:American Airlines Flight 625
4188:Eastern Air Lines Flight 212
4082:Eastern Air Lines Flight 401
3799:American Airlines Flight 444
3779:Western Airlines Flight 2605
3699:American Airlines Flight 293
3669:American Airlines Flight 191
3448:History of American Airlines
1648:. May 27, 1979. p. 20.
1168:Trans-Air Service Flight 671
1000:Western Airlines Flight 2605
979:National Academy of Sciences
894:As the aircraft had reached
528:Nationalities of the victims
310:O'Hare International Airport
302:American Airlines Flight 191
223:O'Hare International Airport
93:O'Hare International Airport
40:American Airlines Flight 191
7:
4445:Flying Tiger Line Flight 45
4411:Downeast Airlines Flight 46
4323:United Airlines Flight 2860
4299:Delta Air Lines Flight 1080
4293:Southern Airways Flight 242
4223:Eastern Air Lines Flight 66
4147:National Airlines Flight 27
4070:United Air Lines Flight 553
4028:American Airlines Flight 96
4022:Delta Air Lines Flight 9570
3992:Alaska Airlines Flight 1866
3939:Southern Airways Flight 932
3679:Downeast Airlines Flight 46
3599:Air New Zealand Flight 4374
2568:National Geographic Channel
2148:Stewart, D (May 30, 2004).
1966:(3): 19–20. March 1, 1980.
1123:
1101:National Geographic Channel
940:Turkish Airlines Flight 981
936:American Airlines Flight 96
752:
407:
357:
336:lines that lock the wing's
10:
4609:
4417:Air New England Flight 248
4382:United Airlines Flight 173
4352:United Airlines Flight 696
4311:Lynyrd Skynyrd plane crash
4182:Delta Air Lines Flight 523
4117:Delta Air Lines Flight 723
4111:Ozark Air Lines Flight 809
4064:Southern Airways Flight 49
4052:Delta Air Lines Flight 841
4016:Mohawk Airlines Flight 405
3819:Air New Zealand Flight 901
3719:Lufthansa Cargo Flight 527
3689:Air New England Flight 248
2955:Pacific Southwest Airlines
2910:American Overseas Airlines
2792:NTSB Probable Cause Report
1026:United Airlines Flight 232
1011:Air New Zealand Flight 901
746:American Airlines Flight 1
700:Stalking the Wild Pendulum
652:
635:
618:
601:
584:
567:
550:
519:
169:McDonnell Douglas DC-10-10
32:Delta Air Lines Flight 191
29:
4438:
4391:
4338:
4279:
4252:Alaska Airlines Flight 60
4244:
4229:Wien Air Alaska Flight 99
4209:
4162:
4097:
4008:
3974:Hughes Airwest Flight 706
3962:B-52C Lake Michigan crash
3954:
3901:
3848:
3829:Mosfellsheiði air crashes
3570:
3502:
3440:
3407:Allied Pilots Association
3399:
3338:
3316:
3278:
3071:
3058:American Airlines Shuttle
3050:
3029:
3003:
2880:
2870:
2619:. Toronto: ECW. pp.
2018:December 4, 2016, at the
1999:December 4, 2016, at the
1938:: CS1 maint: unfit URL (
1474:: CS1 maint: unfit URL (
1199:The plane crashes of the
1153:China Airlines Flight 358
1058:Biman Bangladesh Airlines
1044:, constitute part of the
546:
540:
537:
291:
283:
278:
270:
262:
254:
246:
238:
228:
218:
208:
200:
192:
184:
174:
164:
159:
151:
143:
84:
76:
61:
56:
44:
4440:This list is incomplete.
4370:Air Caribbean Flight 309
4129:World Airways Flight 802
1186:
514:Mount Prospect, Illinois
30:Not to be confused with
4305:Encino helicopter crash
3709:Garuda Fokker F28 crash
3589:Air Rhodesia Flight 827
3494:Transpacific Route Case
3458:American Airlines Group
2980:Trans Caribbean Airways
2811:August 8, 2020, at the
2538:The Crash of Flight 191
2251:Aviation Safety Network
2127:. Infobase Publishing.
2050:10.1287/mnsc.29.11.1225
1608:Macarthur, Job (1996).
1397:Wilmington Morning Star
1093:"Catastrophe at O'Hare"
416:Flight 191 after impact
318:McDonnell Douglas DC-10
4329:Vieques Air Link crash
4317:Air Indiana Flight 216
4088:Puerto Rico DC-7 crash
2676:Listen to this article
2192:10.3406/afdi.1981.2458
1697:The Milwaukee Sentinel
1494:Vatz, Mara E. (2004).
966:
927:
809:
497:
466:
443:cockpit voice recorder
439:
417:
371:
4264:Air Manila Flight 702
2925:Lake Central Airlines
2905:America West Airlines
2895:All American Aviation
2563:Seconds From Disaster
2455:New Zealand Disasters
2419:Eugene Register-Guard
2307:Eugene Register-Guard
2228:Eugene Register-Guard
2210:Eugene Register-Guard
1660:on September 9, 2017.
1379:Eugene Register-Guard
1361:Eugene Register-Guard
1324:Eugene Register-Guard
1118:National Public Radio
1103:'s television series
1082:Seconds From Disaster
960:
922:
876:Palo Alto, California
799:
495:Des Plaines, Illinois
492:
464:
434:
415:
365:
120:42.00972°N 87.92917°W
4372:(September 26 1978)*
3789:Manises UFO incident
3749:Aeroflot Flight 5484
3639:Quebecair Flight 255
3619:Aeroflot Flight 1691
2985:Trans World Airlines
2750:NTSB Accident Report
2737:More spoken articles
2549:on October 31, 2007.
2487:. December 6, 2013.
2371:The Pittsburgh Press
2110:UPI. March 26, 1981.
1571:on September 9, 2017
1201:September 11 attacks
1112:Chicago folk singer
831:Continental Airlines
4366:(September 25 1978)
4331:(December 19 1977)*
4137:(September 27 1973)
4090:(December 31 1972)*
3857:► 1980
3851:1978 ◄
3769:Swissair Flight 316
3729:Dan-Air Flight 0034
2940:MidAtlantic Airways
2611:Eals, Clay (2007).
2586:Smithsonian Channel
2543:The History Channel
2247:aviation-safety.net
1779:Delgado, Jennifer.
1703:on December 8, 2015
1433:aviation-safety.net
1097:Smithsonian Channel
1077:National Geographic
1064:Depictions in media
1017:sightseeing flight
930:Legacy of the DC-10
125:42.00972; -87.92917
115: /
41:
4384:(December 28 1978)
4378:(December 21 1978)
4325:(December 18 1977)
4319:(December 13 1977)
4178:(January 30 1974)*
4131:(September 8 1973)
4084:(December 29 1972)
4078:(December 20 1972)
4072:(December 10 1972)
4034:Prinair Flight 191
3947:(November 27 1970)
3941:(November 14 1970)
3854:
2930:Marquette Airlines
2920:Executive Airlines
2900:Allegheny Airlines
2283:. October 15, 2019
2038:Management Science
1646:The New York Times
1534:The New York Times
967:
810:
498:
467:
418:
372:
338:leading-edge slats
165:Aircraft type
39:
4455:
4454:
4202:(December 1 1974)
4196:(December 1 1974)
4176:Pan Am Flight 806
4153:Iberia Flight 933
4149:(November 3 1973)
4143:(November 3 1973)
4141:Pan Am Flight 160
3986:Pan Am Flight 845
3863:
3862:
3520:
3519:
3478:Celebrated Living
3334:
3333:
3021:C.R. Smith Museum
2965:Piedmont Airlines
2864:American Airlines
2706:
2696:
2134:978-1-4381-3012-5
2044:(11): 1225–1236.
1904:Chicago Sun-Times
1158:El Al Flight 1862
992:letter of the law
792:Engine separation
748:in New York City.
718:California Jam II
680:
679:
484:aerodynamic stall
347:American Airlines
299:
298:
284:Ground fatalities
279:Ground casualties
179:American Airlines
16:(Redirected from
4600:
4558:1979 in Illinois
4520:
4519:
4518:
4508:
4507:
4506:
4496:
4495:
4494:
4484:
4483:
4482:
4472:
4471:
4470:
4463:
4272:(September 1976)
4260:(April 27 1976)*
4190:(September 1974)
4172:(January 6 1974)
4060:(September 1972)
4001:, November 1971)
3994:(September 1971)
3929:(September 1970)
3909:Cornfield Bomber
3890:
3883:
3876:
3867:
3866:
3855:
3659:SAETA Flight 011
3579:Varig Flight 967
3565:
3564:
3562:
3547:
3540:
3533:
3524:
3523:
3510:
3509:
3391:George A. Spater
3376:Thomas W. Horton
3078:
3077:
2975:Simmons Airlines
2857:
2850:
2843:
2834:
2833:
2824:
2727:
2725:
2717:
2716:
2708:
2707:
2698:
2697:
2685:
2683:
2677:
2665:
2663:
2661:
2635:
2634:
2618:
2608:
2602:
2601:
2599:
2597:
2592:on March 5, 2016
2588:. Archived from
2578:
2572:
2571:
2557:
2551:
2550:
2545:. Archived from
2533:
2527:
2526:
2524:
2522:
2507:
2501:
2500:
2498:
2496:
2477:
2471:
2470:
2468:
2466:
2447:
2441:
2440:
2429:
2423:
2422:
2411:
2405:
2404:
2401:Pittsburgh Press
2393:
2387:
2386:
2384:
2382:
2363:
2357:
2356:
2354:
2352:
2336:
2330:
2329:
2317:
2311:
2310:
2299:
2293:
2292:
2290:
2288:
2273:
2267:
2266:
2264:
2262:
2238:
2232:
2231:
2220:
2214:
2213:
2202:
2196:
2195:
2174:
2165:
2164:
2162:
2160:
2145:
2139:
2138:
2118:
2112:
2111:
2104:
2098:
2097:
2095:
2093:
2073:
2062:
2061:
2033:
2022:
2009:
2003:
1990:
1984:
1983:
1972:10.1108/eb035612
1955:
1944:
1943:
1937:
1929:
1927:
1925:
1914:
1908:
1907:
1896:
1890:
1889:
1887:
1885:
1870:
1864:
1863:
1861:
1859:
1837:
1831:
1830:
1828:
1826:
1807:
1801:
1800:
1798:
1796:
1776:
1770:
1769:
1767:
1765:
1750:
1744:
1743:
1741:
1739:
1719:
1713:
1712:
1710:
1708:
1689:
1683:
1682:
1668:
1662:
1661:
1656:. Archived from
1638:
1632:
1631:
1605:
1599:
1598:
1595:Sunday Star-News
1587:
1581:
1580:
1578:
1576:
1556:
1550:
1549:
1547:
1545:
1526:
1520:
1519:
1491:
1480:
1479:
1473:
1465:
1463:
1461:
1450:
1444:
1443:
1441:
1439:
1425:
1419:
1418:
1407:
1401:
1400:
1389:
1383:
1382:
1371:
1365:
1364:
1352:
1346:
1345:
1342:Pittsburgh Press
1334:
1328:
1327:
1315:
1309:
1308:
1306:
1304:
1298:
1287:
1279:
1208:
1207:, not accidents.
1197:
971:type certificate
865:Inadequate speed
855:fatigue cracking
532:
531:
422:takeoff rotation
377:General Electric
370:five years prior
306:passenger flight
144:Total fatalities
139:
138:
136:
135:
134:
132:
127:
126:
121:
116:
113:
112:
111:
108:
72:
70:
49:
42:
38:
21:
4608:
4607:
4603:
4602:
4601:
4599:
4598:
4597:
4553:1979 in Chicago
4528:
4527:
4526:
4516:
4514:
4504:
4502:
4492:
4490:
4480:
4478:
4468:
4466:
4458:
4456:
4451:
4443:
4441:
4434:
4431:(November 1979)
4387:
4354:(March 13 1978)
4334:
4301:(April 12 1977)
4275:
4240:
4237:(November 1975)
4205:
4184:(February 1974)
4158:
4155:(December 1973)
4107:(February 1973)
4093:
4066:(November 1972)
4036:(June 24 1972)*
4004:
3950:
3911:(February 1970)
3897:
3894:
3864:
3859:
3853:
3844:
3843:
3842:
3841:
3836:
3832:
3831:
3826:
3822:
3821:
3816:
3812:
3811:
3806:
3802:
3801:
3796:
3792:
3791:
3786:
3782:
3781:
3776:
3772:
3771:
3766:
3762:
3761:
3756:
3752:
3751:
3746:
3742:
3741:
3736:
3732:
3731:
3726:
3722:
3721:
3716:
3712:
3711:
3706:
3702:
3701:
3696:
3692:
3691:
3686:
3682:
3681:
3676:
3672:
3671:
3666:
3662:
3661:
3656:
3652:
3651:
3646:
3642:
3641:
3636:
3632:
3631:
3626:
3622:
3621:
3616:
3612:
3611:
3609:Alia Flight 600
3606:
3602:
3601:
3596:
3592:
3591:
3586:
3582:
3581:
3576:
3566:
3560:
3558:
3553:
3551:
3521:
3516:
3498:
3463:AMR Corporation
3436:
3395:
3371:Robert Crandall
3356:Albert V. Casey
3351:Donald J. Carty
3330:
3318:
3312:
3280:
3274:
3082:
3067:
3046:
3025:
2999:
2960:Parks Air Lines
2950:Ozark Air Lines
2945:Mohawk Airlines
2915:Empire Airlines
2882:
2876:
2866:
2861:
2822:
2813:Wayback Machine
2741:
2740:
2729:
2723:
2721:
2718:
2711:
2702:
2692:
2687:
2681:
2680:
2679:(2 parts,
2678:
2675:
2672:
2659:
2657:
2654:Chicago Tribune
2643:
2641:Further reading
2638:
2631:
2609:
2605:
2595:
2593:
2582:"Air Disasters"
2580:
2579:
2575:
2559:
2558:
2554:
2535:
2534:
2530:
2520:
2518:
2511:"MD-10 Program"
2509:
2508:
2504:
2494:
2492:
2479:
2478:
2474:
2464:
2462:
2461:on July 8, 2011
2449:
2448:
2444:
2431:
2430:
2426:
2413:
2412:
2408:
2395:
2394:
2390:
2380:
2378:
2365:
2364:
2360:
2350:
2348:
2339:Ranter, Harro.
2337:
2333:
2318:
2314:
2301:
2300:
2296:
2286:
2284:
2281:The Air Current
2275:
2274:
2270:
2260:
2258:
2239:
2235:
2222:
2221:
2217:
2204:
2203:
2199:
2175:
2168:
2158:
2156:
2146:
2142:
2135:
2119:
2115:
2106:
2105:
2101:
2091:
2089:
2074:
2065:
2034:
2025:
2020:Wayback Machine
2010:
2006:
2001:Wayback Machine
1991:
1987:
1957:
1956:
1947:
1931:
1930:
1923:
1921:
1916:
1915:
1911:
1906:. May 24, 2019.
1898:
1897:
1893:
1883:
1881:
1879:Chicago Tribune
1871:
1867:
1857:
1855:
1847:Chicago Tribune
1838:
1834:
1824:
1822:
1809:
1808:
1804:
1794:
1792:
1785:Chicago Tribune
1777:
1773:
1763:
1761:
1752:
1751:
1747:
1737:
1735:
1728:Chicago Tribune
1720:
1716:
1706:
1704:
1691:
1690:
1686:
1681:. May 27, 1979.
1670:
1669:
1665:
1640:
1639:
1635:
1620:
1606:
1602:
1589:
1588:
1584:
1574:
1572:
1565:Chicago Tribune
1557:
1553:
1543:
1541:
1528:
1527:
1523:
1492:
1483:
1467:
1466:
1459:
1457:
1452:
1451:
1447:
1437:
1435:
1427:
1426:
1422:
1409:
1408:
1404:
1391:
1390:
1386:
1373:
1372:
1368:
1353:
1349:
1336:
1335:
1331:
1316:
1312:
1302:
1300:
1296:
1285:
1281:
1280:
1221:
1217:
1212:
1211:
1198:
1194:
1189:
1145:Aviation safety
1126:
1066:
984:The Air Current
932:
918:
910:flight director
906:
899:
867:
835:United Airlines
827:Tulsa, Oklahoma
794:
785:Chicago Tribune
779:
755:
685:
530:
522:
481:
473:
410:
389:
360:
355:
292:Ground injuries
193:ICAO flight No.
185:IATA flight No.
130:
128:
124:
122:
118:
117:
114:
109:
106:
104:
102:
101:
100:
68:
66:
52:
35:
28:
23:
22:
15:
12:
11:
5:
4606:
4596:
4595:
4590:
4585:
4580:
4575:
4570:
4565:
4560:
4555:
4550:
4545:
4540:
4525:
4524:
4522:Modern history
4512:
4500:
4488:
4476:
4453:
4452:
4439:
4436:
4435:
4433:
4432:
4426:
4425:(June 20 1979)
4420:
4419:(June 17 1979)
4414:
4408:
4402:
4399:TWA Flight 841
4395:
4393:
4389:
4388:
4386:
4385:
4379:
4376:TWA Flight 541
4373:
4367:
4361:
4355:
4349:
4348:(March 1 1978)
4342:
4340:
4336:
4335:
4333:
4332:
4326:
4320:
4314:
4313:(October 1977)
4308:
4302:
4296:
4295:(April 4 1977)
4290:
4289:(January 1977)
4283:
4281:
4277:
4276:
4274:
4273:
4270:TWA Flight 355
4267:
4261:
4255:
4254:(April 5 1976)
4248:
4246:
4242:
4241:
4239:
4238:
4232:
4226:
4220:
4219:(Janaury 1975)
4213:
4211:
4207:
4206:
4204:
4203:
4197:
4194:TWA Flight 514
4191:
4185:
4179:
4173:
4166:
4164:
4160:
4159:
4157:
4156:
4150:
4144:
4138:
4132:
4126:
4123:TWA Flight 742
4120:
4119:(July 31 1973)
4114:
4113:(July 23 1973)
4108:
4101:
4099:
4095:
4094:
4092:
4091:
4085:
4079:
4073:
4067:
4061:
4055:
4054:(July 31 1972)
4049:
4043:
4042:(June 29 1972)
4037:
4031:
4030:(June 12 1972)
4025:
4019:
4012:
4010:
4006:
4005:
4003:
4002:
3995:
3989:
3983:
3977:
3971:
3965:
3964:(January 1971)
3958:
3956:
3952:
3951:
3949:
3948:
3942:
3936:
3935:(October 1970)
3930:
3924:
3921:ALM Flight 980
3918:
3912:
3905:
3903:
3899:
3898:
3893:
3892:
3885:
3878:
3870:
3861:
3860:
3849:
3846:
3845:
3837:
3834:
3833:
3827:
3824:
3823:
3817:
3814:
3813:
3807:
3804:
3803:
3797:
3794:
3793:
3787:
3784:
3783:
3777:
3774:
3773:
3767:
3764:
3763:
3757:
3754:
3753:
3747:
3744:
3743:
3737:
3734:
3733:
3727:
3724:
3723:
3717:
3714:
3713:
3707:
3704:
3703:
3697:
3694:
3693:
3687:
3684:
3683:
3677:
3674:
3673:
3667:
3664:
3663:
3657:
3654:
3653:
3649:TWA Flight 841
3647:
3644:
3643:
3637:
3634:
3633:
3627:
3624:
3623:
3617:
3614:
3613:
3607:
3604:
3603:
3597:
3594:
3593:
3587:
3584:
3583:
3577:
3574:
3573:
3572:
3571:
3568:
3567:
3550:
3549:
3542:
3535:
3527:
3518:
3517:
3515:
3514:
3503:
3500:
3499:
3497:
3496:
3491:
3486:
3481:
3474:
3467:
3466:
3465:
3455:
3450:
3444:
3442:
3438:
3437:
3435:
3434:
3424:
3414:
3409:
3403:
3401:
3397:
3396:
3394:
3393:
3388:
3383:
3378:
3373:
3368:
3363:
3358:
3353:
3348:
3342:
3340:
3336:
3335:
3332:
3331:
3329:
3328:
3322:
3320:
3314:
3313:
3311:
3310:
3305:
3300:
3295:
3290:
3284:
3282:
3276:
3275:
3273:
3272:
3267:
3262:
3257:
3252:
3247:
3242:
3237:
3232:
3227:
3222:
3217:
3212:
3207:
3202:
3197:
3196:
3195:
3190:
3182:
3177:
3172:
3167:
3162:
3157:
3152:
3147:
3142:
3141:
3140:
3135:
3130:
3122:
3117:
3112:
3107:
3102:
3101:
3100:
3095:
3086:
3084:
3075:
3069:
3068:
3066:
3065:
3063:American Eagle
3060:
3054:
3052:
3048:
3047:
3045:
3044:
3039:
3033:
3031:
3027:
3026:
3024:
3023:
3018:
3013:
3007:
3005:
3001:
3000:
2998:
2997:
2992:
2987:
2982:
2977:
2972:
2967:
2962:
2957:
2952:
2947:
2942:
2937:
2932:
2927:
2922:
2917:
2912:
2907:
2902:
2897:
2892:
2890:Air California
2886:
2884:
2878:
2877:
2871:
2868:
2867:
2860:
2859:
2852:
2845:
2837:
2831:
2830:
2819:
2803:
2789:
2784:
2774:
2769:
2759:
2758:
2757:
2755:Alternate link
2747:
2730:
2719:
2712:
2710:
2709:
2699:
2688:
2674:
2673:
2671:
2670:External links
2668:
2667:
2666:
2642:
2639:
2637:
2636:
2630:978-1550227321
2629:
2603:
2573:
2552:
2528:
2502:
2472:
2442:
2424:
2406:
2388:
2358:
2331:
2312:
2294:
2268:
2233:
2215:
2197:
2186:(1): 499–504.
2166:
2140:
2133:
2113:
2099:
2063:
2023:
2004:
1985:
1945:
1909:
1891:
1865:
1832:
1802:
1771:
1745:
1714:
1684:
1663:
1633:
1618:
1600:
1582:
1551:
1521:
1481:
1445:
1420:
1402:
1384:
1366:
1347:
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1209:
1191:
1190:
1188:
1185:
1184:
1183:
1177:
1176:
1175:
1170:
1165:
1160:
1155:
1147:
1142:
1137:
1132:
1125:
1122:
1065:
1062:
1038:KC-10 Extender
1034:U.S. Air Force
1004:red-eye flight
963:Zurich Airport
931:
928:
917:
916:Probable cause
914:
904:
897:
882:from 124
866:
863:
839:overhead crane
793:
790:
778:
775:
754:
751:
750:
749:
714:California Jam
710:Leonard Stogel
707:
684:
681:
678:
677:
672:
667:
662:
657:
651:
650:
647:
644:
641:
638:
634:
633:
630:
627:
624:
621:
617:
616:
613:
610:
607:
604:
600:
599:
596:
593:
590:
587:
583:
582:
579:
576:
573:
570:
566:
565:
562:
559:
556:
553:
549:
548:
545:
542:
539:
536:
529:
526:
521:
518:
479:
471:
409:
406:
388:
385:
359:
356:
354:
351:
312:in Chicago to
297:
296:
293:
289:
288:
285:
281:
280:
276:
275:
272:
268:
267:
264:
260:
259:
256:
252:
251:
248:
244:
243:
240:
236:
235:
230:
226:
225:
220:
216:
215:
212:
206:
205:
202:
198:
197:
194:
190:
189:
186:
182:
181:
176:
172:
171:
166:
162:
161:
157:
156:
153:
152:Total injuries
149:
148:
145:
141:
140:
86:
82:
81:
78:
74:
73:
63:
59:
58:
54:
53:
50:
26:
9:
6:
4:
3:
2:
4605:
4594:
4591:
4589:
4586:
4584:
4581:
4579:
4576:
4574:
4571:
4569:
4566:
4564:
4561:
4559:
4556:
4554:
4551:
4549:
4546:
4544:
4541:
4539:
4536:
4535:
4533:
4523:
4513:
4511:
4510:United States
4501:
4499:
4489:
4487:
4477:
4475:
4465:
4464:
4461:
4450:
4446:
4437:
4430:
4427:
4424:
4421:
4418:
4415:
4413:(May 30 1979)
4412:
4409:
4407:(May 25 1979)
4406:
4403:
4400:
4397:
4396:
4394:
4390:
4383:
4380:
4377:
4374:
4371:
4368:
4365:
4362:
4359:
4356:
4353:
4350:
4347:
4344:
4343:
4341:
4337:
4330:
4327:
4324:
4321:
4318:
4315:
4312:
4309:
4307:(August 1977)
4306:
4303:
4300:
4297:
4294:
4291:
4288:
4285:
4284:
4282:
4278:
4271:
4268:
4265:
4262:
4259:
4256:
4253:
4250:
4249:
4247:
4243:
4236:
4233:
4231:(August 1975)
4230:
4227:
4224:
4221:
4218:
4215:
4214:
4212:
4208:
4201:
4198:
4195:
4192:
4189:
4186:
4183:
4180:
4177:
4174:
4171:
4168:
4167:
4165:
4161:
4154:
4151:
4148:
4145:
4142:
4139:
4136:
4133:
4130:
4127:
4125:(August 1973)
4124:
4121:
4118:
4115:
4112:
4109:
4106:
4103:
4102:
4100:
4096:
4089:
4086:
4083:
4080:
4077:
4074:
4071:
4068:
4065:
4062:
4059:
4056:
4053:
4050:
4048:(July 5 1972)
4047:
4044:
4041:
4038:
4035:
4032:
4029:
4026:
4023:
4020:
4017:
4014:
4013:
4011:
4007:
4000:
3996:
3993:
3990:
3987:
3984:
3982:(June 7 1971)
3981:
3978:
3976:(June 6 1971)
3975:
3972:
3969:
3966:
3963:
3960:
3959:
3957:
3953:
3946:
3943:
3940:
3937:
3934:
3931:
3928:
3925:
3922:
3919:
3916:
3913:
3910:
3907:
3906:
3904:
3900:
3891:
3886:
3884:
3879:
3877:
3872:
3871:
3868:
3858:
3852:
3847:
3840:
3830:
3820:
3810:
3800:
3790:
3780:
3770:
3760:
3750:
3740:
3730:
3720:
3710:
3700:
3690:
3680:
3670:
3660:
3650:
3640:
3630:
3620:
3610:
3600:
3590:
3580:
3569:
3556:
3548:
3543:
3541:
3536:
3534:
3529:
3528:
3525:
3513:
3505:
3504:
3501:
3495:
3492:
3490:
3487:
3485:
3482:
3480:
3479:
3475:
3473:
3472:
3468:
3464:
3461:
3460:
3459:
3456:
3454:
3451:
3449:
3446:
3445:
3443:
3439:
3432:
3428:
3425:
3422:
3418:
3415:
3413:
3410:
3408:
3405:
3404:
3402:
3400:Organizations
3398:
3392:
3389:
3387:
3384:
3382:
3379:
3377:
3374:
3372:
3369:
3367:
3364:
3362:
3359:
3357:
3354:
3352:
3349:
3347:
3344:
3343:
3341:
3337:
3327:
3324:
3323:
3321:
3315:
3309:
3306:
3304:
3301:
3299:
3296:
3294:
3291:
3289:
3286:
3285:
3283:
3277:
3271:
3268:
3266:
3263:
3261:
3258:
3256:
3253:
3251:
3248:
3246:
3243:
3241:
3238:
3236:
3233:
3231:
3228:
3226:
3223:
3221:
3218:
3216:
3213:
3211:
3208:
3206:
3203:
3201:
3198:
3194:
3191:
3189:
3186:
3185:
3183:
3181:
3178:
3176:
3173:
3171:
3168:
3166:
3163:
3161:
3158:
3156:
3153:
3151:
3148:
3146:
3143:
3139:
3138:December 2001
3136:
3134:
3131:
3129:
3126:
3125:
3123:
3121:
3118:
3116:
3113:
3111:
3108:
3106:
3103:
3099:
3096:
3094:
3091:
3090:
3088:
3087:
3085:
3079:
3076:
3074:
3070:
3064:
3061:
3059:
3056:
3055:
3053:
3049:
3043:
3040:
3038:
3035:
3034:
3032:
3028:
3022:
3019:
3017:
3014:
3012:
3009:
3008:
3006:
3002:
2996:
2993:
2991:
2990:Trump Shuttle
2988:
2986:
2983:
2981:
2978:
2976:
2973:
2971:
2968:
2966:
2963:
2961:
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1674:Sunday Herald
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1128:
1127:
1121:
1119:
1115:
1114:Steve Goodman
1110:
1108:
1107:
1106:Air Disasters
1102:
1098:
1094:
1090:
1089:
1084:
1083:
1078:
1075:
1071:
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1059:
1055:
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1050:glass cockpit
1047:
1046:FedEx Express
1043:
1039:
1035:
1029:
1027:
1022:
1020:
1019:hit a volcano
1016:
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777:Investigation
774:
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771:Interstate 90
768:
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761:
747:
743:
739:
735:
731:
727:
723:
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715:
711:
708:
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704:A Cosmic Book
701:
697:
693:
692:Itzhak Bentov
690:
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219:Flight origin
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131:accident site
98:
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79:
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60:
55:
48:
43:
37:
33:
19:
4404:
4401:(April 1979)
4018:(March 1972)
3999:D. B. Cooper
3917:(March 1970)
3668:
3476:
3471:American Way
3469:
3361:O. Roy Chalk
3346:Gerard Arpey
3164:
3133:October 1943
2883:acquisitions
2806:News reports
2658:. Retrieved
2652:
2614:
2606:
2594:. Retrieved
2590:the original
2585:
2576:
2561:
2555:
2547:the original
2537:
2531:
2519:. Retrieved
2505:
2493:. Retrieved
2484:
2475:
2463:. Retrieved
2459:the original
2454:
2445:
2437:Deseret News
2436:
2427:
2418:
2409:
2400:
2391:
2379:. Retrieved
2370:
2361:
2349:. Retrieved
2334:
2326:The Bulletin
2325:
2315:
2306:
2297:
2285:. Retrieved
2280:
2271:
2259:. Retrieved
2246:
2236:
2227:
2218:
2209:
2200:
2183:
2179:
2157:. Retrieved
2153:
2143:
2123:
2116:
2102:
2090:. Retrieved
2081:
2041:
2037:
2007:
1988:
1963:
1959:
1922:. Retrieved
1912:
1903:
1894:
1884:February 12,
1882:. Retrieved
1878:
1868:
1856:. Retrieved
1845:
1835:
1823:. Retrieved
1814:
1805:
1793:. Retrieved
1784:
1774:
1762:. Retrieved
1748:
1736:. Retrieved
1727:
1717:
1705:. Retrieved
1701:the original
1696:
1687:
1672:
1666:
1658:the original
1645:
1636:
1610:Air Disaster
1609:
1603:
1594:
1585:
1573:. Retrieved
1569:the original
1564:
1554:
1542:. Retrieved
1533:
1524:
1508:1721.1/39430
1495:
1458:. Retrieved
1448:
1436:. Retrieved
1432:
1423:
1414:
1405:
1396:
1387:
1378:
1369:
1360:
1350:
1341:
1332:
1323:
1313:
1303:September 6,
1301:. Retrieved
1195:
1111:
1104:
1086:
1080:
1067:
1030:
1023:
1009:The loss of
1008:
997:
983:
976:
968:
948:
933:
923:
919:
893:
888:stick shaker
880:
872:
868:
859:
847:
824:
820:
811:
783:
780:
764:
756:
742:Gentle Giant
730:Sam the Sham
726:The Cowsills
703:
699:
686:
674:
669:
664:
659:
654:
569:Saudi Arabia
523:
507:
499:
476:
468:
451:stick shaker
447:
440:
435:
430:leading edge
419:
390:
373:
323:
301:
300:
210:Registration
204:AMERICAN 191
69:May 25, 1979
65:May 25, 1979
36:
4266:(June 1976)
4225:(June 1975)
3988:(July 1971)
3923:(May 1970)*
3423:Association
3386:C. R. Smith
3381:Doug Parker
3326:Flight 5966
3308:Flight 5456
3303:Flight 5452
3298:Flight 4184
3293:Flight 3379
3288:Flight 3378
3270:Flight 6780
3265:Flight 6001
3260:Flight 1572
3255:Flight 1502
3250:Flight 1420
3184:Flight 383
2881:Mergers and
2596:January 16,
2495:December 6,
2351:February 6,
2287:October 16,
2154:Tulsa World
1815:dpparks.org
1795:October 15,
1707:January 16,
938:(1972) and
637:Netherlands
586:South Korea
510:Des Plaines
387:Flight crew
229:Destination
123: /
89:Des Plaines
4532:Categories
4360:(May 1978)
4024:(May 1972)
3970:(May 1971)
3484:Reservisor
3366:E. L. Cord
3319:Connection
3245:Flight 965
3240:Flight 924
3235:Flight 910
3230:Flight 723
3225:Flight 711
3220:Flight 625
3215:Flight 587
3210:Flight 514
3205:Flight 476
3200:Flight 444
3180:Flight 331
3175:Flight 320
3170:Flight 293
3165:Flight 191
3160:Flight 157
3155:Flight 102
3124:Flight 63
3110:Flight 009
3037:AAdvantage
3004:Facilities
2995:US Airways
2733:Audio help
2724:2020-03-05
2513:. Boeing.
1738:January 4,
1288:(Report).
1215:References
1180:Flight 191
760:Lake Opeka
683:Passengers
538:Passengers
453:, and the
402:Boeing 727
353:Background
263:Fatalities
247:Passengers
129: (
110:87°55′45″W
18:Walter Lux
3431:Teamsters
3150:Flight 96
3145:Flight 77
3128:July 1943
3120:Flight 28
3115:Flight 11
3089:Flight 1
3073:Incidents
3016:AA Center
2796:Alternate
2521:April 16,
2485:The Verge
2381:March 12,
2092:April 15,
2058:0025-1909
1980:0002-2667
1924:April 16,
1764:August 6,
1654:0362-4331
1628:464170955
1544:March 21,
1415:The Blade
1205:terrorism
1120:in 1979.
1074:satellite
1015:Antarctic
334:hydraulic
271:Survivors
239:Occupants
201:Call sign
107:42°0′35″N
4498:Illinois
4474:Aviation
3512:Category
3317:American
3279:American
3105:Flight 2
3083:Airlines
3081:American
3042:AAirpass
3030:Programs
3011:AA Arena
2970:Reno Air
2935:MetroJet
2873:Oneworld
2809:Archived
2735: ·
2515:Archived
2489:Archived
2465:July 13,
2375:Archived
2345:Archived
2261:July 27,
2255:Archived
2159:June 21,
2086:Archived
2082:LA Times
2016:Archived
1997:Archived
1934:cite web
1852:Archived
1825:April 1,
1819:Archived
1789:Archived
1758:Archived
1732:Archived
1538:Archived
1516:59008054
1470:cite web
1460:July 26,
1294:Archived
1124:See also
843:forklift
815:airframe
753:Memorial
722:Sweathog
698:author (
408:Accident
358:Aircraft
330:rotation
175:Operator
160:Aircraft
97:Illinois
57:Accident
4486:Chicago
4460:Portals
3559: (
3557:in 1979
3441:Related
2828:YouTube
2800:Archive
2781:Archive
2766:Archive
2722: (
2684:minutes
2660:May 25,
2621:558–559
2541:(DVD).
1858:May 25,
1575:May 27,
1438:May 10,
952:deposed
850:see-saw
738:Redbone
696:New Age
620:Belgium
603:Austria
520:Victims
99:, U.S.
91:, near
77:Summary
67: (
3835:Dec 23
3825:Dec 18
3815:Nov 28
3805:Nov 26
3795:Nov 15
3785:Nov 11
3775:Oct 31
3755:Sep 14
3745:Aug 29
3735:Aug 11
3725:Jul 31
3715:Jul 26
3705:Jul 11
3695:Jun 20
3685:Jun 17
3675:May 30
3665:May 25
3655:Apr 23
3635:Mar 29
3625:Mar 26
3615:Mar 17
3605:Mar 14
3595:Feb 17
3585:Feb 12
3575:Jan 30
3339:People
3051:Brands
2875:member
2627:
2131:
2056:
1978:
1652:
1626:
1616:
1514:
1088:Mayday
1054:MD-10s
965:, 1979
547:Total
544:Ground
535:Nation
400:, and
380:CF6-6D
368:O'Hare
214:N110AA
196:AAL191
3765:Oct 7
3645:Apr 4
3489:Sabre
3453:Fleet
3281:Eagle
1297:(PDF)
1286:(PDF)
1187:Notes
1070:cable
1042:MD-11
806:pylon
655:Total
426:pylon
343:pylon
308:from
188:AA191
4392:1979
4339:1978
4280:1977
4245:1976
4210:1975
4163:1974
4098:1973
4009:1972
3955:1971
3902:1970
3561:1979
3193:2016
3188:1965
3098:1962
3093:1941
2662:2019
2625:ISBN
2598:2016
2523:2011
2497:2013
2467:2011
2383:2019
2353:2017
2289:2019
2263:2009
2161:2011
2129:ISBN
2094:2011
2054:ISSN
2011:FAA
1992:FAA
1976:ISSN
1940:link
1926:2011
1886:2023
1860:2019
1827:2018
1797:2011
1766:2011
1740:2020
1709:2016
1650:ISSN
1624:OCLC
1614:ISBN
1577:2017
1546:2018
1512:OCLC
1476:link
1462:2006
1440:2024
1305:2016
1099:and
1068:The
833:and
702:and
564:262
541:Crew
512:and
455:slat
398:DC-7
394:DC-6
324:The
255:Crew
85:Site
62:Date
3427:CWA
3421:IAM
3417:TWU
2826:on
2815:at
2188:doi
2046:doi
1968:doi
1679:UPI
1504:hdl
802:FAA
800:An
675:273
660:258
555:247
266:271
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