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 (
866:
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.
5513:
5572:
29:
453:
748:
5560:
840:
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
645:
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.
637:
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
5548:
532:
853:
445:
433:
811:
2992:
916:
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
1002:
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.
735:
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 "
919:
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
870:
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
865:
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
822:
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
755:
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
734:
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
579:
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
1055:
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
1001:
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
898:
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
559:
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
522:
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
1588:
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
915:
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
644:
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
374:
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
907:
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
818:
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
1572:
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.
1014:
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
890:
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
835:
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
420:
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
1540:
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
1485:
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
878:
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
648:
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.
636:
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
839:
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
1494:
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:
985:
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
819:
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.
860:
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.
1018:
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
947:
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
653:
797:
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.
580:
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.
554:
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".
1026:
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
2018:
4383:
408:
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
5637:
3745:
1629:
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
1640:
4376:
3099:
908:
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".
2538:
986:
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
943:
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
5627:
5607:
5592:
2350:
1969:
3277:
3931:
507:
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
1071:
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.
1436:
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;
3000:
2010:
1687:
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.
2587:
379:(FAA) as compliant with regulations that "no single failure or malfunction or probable combination of failures will jeopardize the safe operation of the airplane..."
3130:
1867:
952:
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
3741:
1010:
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
394:
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
756:
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.
1064:
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:
609:
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."
3772:
5647:
5602:
4359:
4353:
3963:
3035:
5622:
2509:
2347:
1961:
940:
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.
3388:
3267:
2777:
1541:
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.
3928:
3910:
3324:
2643:
2610:
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)
1824:
Aircraft Accident Report, United Airlines Flight 232, McDonnell Douglas DC-10-10, Sioux Gateway Airport, Sioux City, Iowa, July 19, 1989
4783:
4660:
4261:
4201:
4081:
3877:
2693:
1669:
This figure includes one passenger who died 31 days after the accident. The NTSB explained in its final report that in accordance with
1292:
explained in detail the events of the crash through passenger Jerry Schemmel, flight attendant Jan Brown Lohr, and pilot Alfred Haynes.
3234:
2667:
3153:
1028:
3858:
3062:
2962:
2057:
1351:
by Laurence Gonzales. Surviving crew members attended the play in April 2016, and the production was subsequently nominated for six
1097:
When Haynes died in August 2019, United Airlines issued a statement thanking him for "his exceptional efforts aboard Flight UA232".
620:
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:
4572:
4181:
1020:
3515:
3476:
4554:
3945:
831:
resulted in high-speed metal fragments being hurled from the engine; these fragments penetrated the hydraulic lines of all three
1556:
The disintegration of a turbine disc, leading to loss of control, was a direct cause of two major aircraft disasters in Poland:
1266:
883:, allowed to cool and solidify, then melted in a vacuum once more. After the double vacuum process, the ingot was shaped into a
5137:
4843:
4713:
4566:
3950:
3940:
3440:
2594:
556:
3842:
3719:
5362:
2904:
2810:
1455:
1441:
1413:
2454:
2330:
2242:
836:
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
3891:
827:-alloy stage-1 fan disk that was manufactured by General Electric Aircraft Engines. The uncontained manner in which the
4191:
3886:
1314:(made into a film in 2013) dramatically reenacted the incident using transcripts from the cockpit voice recorder (CVR).
1133:
891:
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
656:
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.
5393:
5387:
4151:
4031:
3901:
1561:
1427:
2270:
4695:
4683:
3540:
3501:
3462:
2079:
1549:
1381:
1352:
1056:
the success of United 232's crew in handling their emergency. The FAA made CRM mandatory after the accident.
66:
3837:
2556:
2200:
1822:
560:
loss of hydraulics in a DC-10 was considered so remote that no procedure was established for such an event.
4954:
4736:
4677:
4560:
4507:
4428:
4398:
3768:
1340:
1101:
911:
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:
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3371:
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3368:
3366:
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3341:
3340:
3338:
3336:
3331:on April 8, 2011
3327:. Archived from
3321:
3315:
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3312:
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3296:
3290:
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3287:
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3257:
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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:
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2884:
2873:
2865:
2859:
2858:
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2684:
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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:
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2520:
2506:
2500:
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2318:
2317:
2315:
2313:
2292:
2283:
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2280:
2278:
2273:on July 21, 2011
2269:. Archived from
2261:
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2196:
2190:
2189:
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2120:
2114:
2103:
2095:
2084:
2083:
2077:
2069:
2067:
2065:
2058:"Special report"
2050:
2031:
2030:
2028:
2026:
2006:
2000:
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1988:
1982:
1981:
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1977:
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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:
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98:
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54:
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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:
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4356:
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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:
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3355:Morning Edition
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3273:Chicago Tribune
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3084:
3078:Wayback Machine
3067:Wayback Machine
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1929:Ranter, Harro.
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1892:Ranter, Harro.
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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:
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50:
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34:
17:
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5333:
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4802:KLM Flight 867
4799:
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4781:
4774:
4772:
4768:
4767:
4765:
4764:
4758:
4752:
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4733:(January 1988)
4727:
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4711:
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4704:(October 1987)
4699:
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4680:(January 1987)
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4592:(January 1985)
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4528:(October 1983)
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4504:(January 1983)
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4481:(July 23 1982)
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4242:UTA Flight 772
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3843:Alternate link
3835:
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3823:External links
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3703:
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3385:Time Sensitive
3372:
3342:
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3258:
3225:
3195:
3170:
3144:
3113:
3082:
3071:The CBA Museum
3052:
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2172:Job, Macarthur
2158:
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2001:
1983:
1952:
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1568:, attempted a
1566:Ilyushin Il-62
1554:
1553:
1542:
1530:Tupolev Tu-154
1526:
1515:
1504:
1491:
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1474:
1471:
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1462:Spencer Bailey
1459:
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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:
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725:Haynes: "God!"
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5085:
5082:
5080:
5079:Walter Varney
5077:
5075:
5072:
5070:
5067:
5065:
5064:Larry Kellner
5062:
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4763:(August 1988)
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4698:(August 1987)
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4657:(August 1986)
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4522:(June 8 1983)
4521:
4518:
4516:(June 2 1983)
4515:
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4503:
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4487:(August 1982)
4486:
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4477:Twilight Zone
4474:
4472:(July 9 1982)
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3906:Airliners.net
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3218:September 15,
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3060:Commissioners
3056:
3045:September 22,
3037:
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3018:
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2205:Seattle Times
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2064:September 15,
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2020:
2016:
2012:
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1987:
1976:September 11,
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1289:I Survived...
1285:
1281:
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1274:
1273:
1268:
1265:The episode "
1264:
1261:
1260:
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1252:
1250:news channel.
1249:
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984:
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954:F-15 STOL/MTD
951:
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923:
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829:engine failed
826:
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806:Investigation
803:
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179:Flight origin
177:
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65:resulting in
64:
61:
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42:
37:
30:
25:
19:
5598:1989 in Iowa
5472:Willis Tower
5289:
5099:
5059:Glenn Tilton
4935:New York Air
4789:
4786:(March 1989)
4751:(April 1988)
4686:(March 1987)
4476:
4141:
3917:
3809:. Retrieved
3800:
3789:
3777:. Retrieved
3762:
3750:. Retrieved
3736:
3724:. Retrieved
3715:
3706:
3694:. Retrieved
3688:. Newsweek.
3679:
3667:. Retrieved
3653:
3641:. Retrieved
3627:
3615:. Retrieved
3601:
3589:. Retrieved
3575:
3563:. Retrieved
3559:the original
3549:
3523:. Retrieved
3510:
3484:. Retrieved
3471:
3445:. Retrieved
3435:
3423:. Retrieved
3414:
3405:
3395:December 24,
3393:. Retrieved
3384:
3375:
3363:. Retrieved
3354:
3345:
3333:. Retrieved
3329:the original
3319:
3307:. Retrieved
3303:
3294:
3284:February 15,
3282:. Retrieved
3271:
3261:
3251:February 15,
3249:. Retrieved
3238:
3228:
3216:. Retrieved
3207:
3198:
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3157:
3147:
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3126:
3116:
3106:December 18,
3104:. Retrieved
3095:
3085:
3055:
3043:. Retrieved
3023:
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3005:. Retrieved
2996:
2987:
2967:. Retrieved
2952:
2933:
2927:
2916:the original
2911:
2899:
2887:. Retrieved
2876:app.ntsb.gov
2875:
2863:
2851:. Retrieved
2840:www.ntsb.gov
2839:
2827:
2815:. Retrieved
2807:www.ntsb.gov
2806:
2797:
2785:. Retrieved
2773:
2761:
2726:
2722:
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2701:the original
2688:
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2672:the original
2662:
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2617:
2609:
2602:. Retrieved
2595:the original
2581:
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2560:
2551:
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2517:. Retrieved
2513:
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2483:
2459:. Retrieved
2445:
2436:
2431:
2419:. Retrieved
2410:
2407:"cvr 961119"
2401:
2389:. Retrieved
2372:
2362:
2342:
2322:
2312:February 16,
2310:. Retrieved
2299:
2275:. Retrieved
2271:the original
2265:
2259:
2247:. Retrieved
2237:Haynes, Al.
2213:. Retrieved
2204:
2194:
2175:
2142:
2134:
2129:
2117:. Retrieved
2110:the original
2105:
2062:. Retrieved
2023:. Retrieved
2014:
2004:
1995:
1986:
1974:. Retrieved
1965:
1955:
1943:. Retrieved
1934:
1924:
1912:. Retrieved
1897:
1887:
1875:. Retrieved
1855:
1843:. Retrieved
1823:
1705:
1692:
1683:
1627:landing gear
1592:
1555:
1493:
1484:
1447:
1433:
1419:
1405:
1397:
1382:First Person
1380:
1377:Errol Morris
1362:
1348:
1344:
1331:
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1296:
1287:
1276:
1270:
1257:
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1231:
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1215:
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1193:
1176:Pete Wernick
1130:Jay Ramsdell
1100:As with the
1099:
1096:
1092:
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1038:
1025:
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517:
491:
487:Philadelphia
464:
423:
418:check airman
415:
404:
393:
386:
361:
339:
329:
323:
281:flight from
274:
273:
219:Pennsylvania
215:Philadelphia
170:Registration
18:
5455:Flight 3407
5449:Flight 2574
5443:Flight 2286
5424:Flight 1404
5418:Flight 1883
5406:Flight 1713
5369:Flight 4933
5363:Flight 3411
5357:Flight 5925
5351:Flight 6291
5345:Flight 2415
5320:Flight 1175
5278:Flight 2885
5266:Flight 2860
5074:Oscar Munoz
5069:Jeff Smisek
5038:MileagePlus
5033:United Club
4792:(July 1989)
4692:(May 1987)*
4651:(June 1986)
4414:(June 1980)
3425:December 9,
2787:January 15,
2025:February 4,
1945:December 9,
1914:December 9,
1877:January 12,
1672:49 CFR
1611:bird strike
1603:Airbus A321
1506:In 1981, a
1356:Jeff Awards
1325:Dean Koontz
1275:(UK title:
945:fly-by-wire
833:independent
737:cartwheeled
684:; 410
605:and later:
207:Destination
199:, Chicago,
107: /
5587:Categories
5465:Facilities
5400:Flight 603
5326:Flight 328
5308:Flight 175
5302:Flight 826
5296:Flight 585
5290:Flight 232
5284:Flight 811
5272:Flight 173
5260:Flight 553
5254:Flight 266
5248:Flight 227
5242:Flight 389
5236:Flight 823
5230:Flight 297
5224:Flight 859
5213:Flight 736
5202:Flight 629
5196:Flight 409
5185:Flight 615
5179:Flight 610
5173:Flight 624
5167:Flight 608
5161:Flight 521
5107:Untied.com
5084:Robert Six
4757:(May 1988)
4510:(May 1983)
3811:August 19,
3779:August 15,
3752:August 15,
3726:August 15,
3696:August 15,
3137:January 8,
3007:August 29,
2889:August 29,
2853:August 29,
2817:August 29,
2421:January 6,
2054:Haynes, Al
1717:References
1501:Pan Am 845
1428:0966981502
1390:Storycorps
1349:Flight 232
1187:Depictions
680:(250
612:Haynes: "
572:and DC-10
509:Alta, Iowa
411:Boeing 727
249:Fatalities
233:Passengers
185:, Denver,
95:96°23′02″W
92:42°24′29″N
71:hydraulics
51:1989-07-19
5492:(Houston)
5486:(Houston)
5480:(Chicago)
5474:(Chicago)
5412:Flight 55
5394:Flight 12
5388:Flight 11
5314:Flight 93
5149:Flight 34
5132:Flight 23
3669:April 11,
3643:April 11,
3617:April 11,
3591:April 11,
3565:April 11,
3525:April 11,
3486:April 11,
3365:March 15,
3335:March 15,
2934:Black Box
2678:March 15,
2604:April 10,
2494:March 15,
2461:March 15,
2381:0362-4331
2357:3:57 p.m.
2277:March 16,
2249:March 16,
2135:Black Box
2119:March 25,
1845:March 15,
1630:severely.
1586:trim tabs
1570:go-around
1392:" during
1343:produced
1339:In 2016,
1320:Cold Fire
1277:Black Box
1259:Shockwave
1152:Al Haynes
1140:Survivors
1126:– chemist
674:sink rate
520:autopilot
473:at 14:09
265:Survivors
225:Occupants
161:Call sign
5553:Aviation
5518:Category
5499:(former)
5143:Flight 4
4479:accident
3932:Archived
3896:ABC News
3878:Archived
3805:Archived
3773:Archived
3746:Archived
3720:Archived
3716:BBC News
3690:Archived
3663:Archived
3637:Archived
3611:Archived
3585:Archived
3535:cite web
3496:cite web
3457:cite web
3419:Archived
3389:Archived
3359:Archived
3309:March 9,
3278:Archived
3245:Archived
3212:Archived
3131:Archived
3100:Archived
3074:Archived
3063:Archived
3036:Archived
3001:Archived
2963:Archived
2880:Archived
2844:Archived
2811:Archived
2778:Archived
2774:Ntsb.gov
2753:14684635
2644:Archived
2625:Archived
2565:Archived
2563:. 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:.
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3206:.
3188:/
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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:.
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2207:.
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2161:^
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2076:}}
2072:{{
2056:.
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2013:.
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489:.
244:11
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213:,
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3965:v
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3756:.
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2253:.
2219:.
2188:.
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2082:)
2068:.
2029:.
1998:.
1980:.
1949:.
1918:.
1881:.
1849:.
1468:.
1365:.
1218:.
660:.
53:)
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