Truitt, the pilot flying, had logged nearly 1000 hours on the MD-11 and Wartenberg, the pilot monitoring, had nearly 5000 hours on that model.
The NTSB examined the key engine and wing structures at its Washington laboratory. “On the aft lug, on both the inboard and outboard fracture surfaces, a fatigue crack was observed where the aft lug bore met the aft lug forward face,” it said.
The fire in the area of the left pylon attachment to the wing continued as the plane cleared the blast fence.Credit: NTSB
“For the forward lug’s inboard fracture surface, fatigue cracks were observed along the lug bore. For the forward lug’s outboard fracture surface, the fracture consisted entirely of overstress with no indications of fatigue cracking.
“The forward top flange of the aft mount assembly was examined for indications of deformation or pre-existing fractures, but no indications were found.”
The board noted similarities between this accident and American Airlines flight 191 in 1979, a McDonnell-Douglas DC-10 that crashed on takeoff from Chicago when the left engine, pylon and about three feet of the wing’s leading edge detached from the plane and fell onto the runway.
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With 273 fatalities, that accident remains the deadliest aviation disaster ever in the US. The NTSB did not make comment on the similarities, and said its investigation of UPS flight 2976 was ongoing.
UPS said it appreciated the NTSB’s prompt release of preliminary findings and the company would continue to support the investigation until its conclusion.
The freight company, which runs a worldwide hub at Louisville, grounded its MD-11s in the aftermath of the crash – about 9 per cent of its fleet. Subsequently, the FAA ordered all MD-11s to be grounded until they were inspected and repaired, if necessary.
“We continue to grieve for the lives lost in the tragic accident involving Flight 2976,” UPS said in a statement.
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