Regulations & Safety
NTSB Preliminary Findings on UPS Flight 2976 Engine Failure Crash
NTSB reports metal fatigue caused UPS Flight 2976 left engine separation, resulting in 14 fatalities and fleet groundings.
On November 20, 2025, the National Transportation Safety Board (NTSB) released its Preliminary Report regarding the catastrophic loss of UPS Flight 2976. The accident, which took place on the evening of November 4, 2025, involved a McDonnell Douglas MD-11F Cargo-Aircraft departing from Louisville Muhammad Ali International Airport (SDF). The crash resulted in the fatalities of all three crew members on board and 11 individuals on the ground, marking the deadliest accident in the history of UPS Airlines. The release of this report provides the first official technical insight into the sequence of events leading to the tragedy.
The investigation, identified as DCA26MA024, has drawn significant attention from the aviation industry and the general public due to the severity of the ground impact and the age of the airframe involved. While the investigation is ongoing and a final determination of probable cause may take a year or more, the preliminary data points to a critical structural failure during the takeoff sequence. The NTSB’s initial findings focus heavily on the separation of the aircraft’s left engine and the integrity of the pylon structure connecting it to the wing.
We are analyzing the details provided in the preliminary report to understand the mechanical and operational factors at play. This article breaks down the factual sequence of events, the specific mechanical failures identified by investigators, the human cost of the accident, and the immediate regulatory and industrial responses that have followed. The information presented here is based strictly on the NTSB preliminary report and verified data available as of November 20, 2025.
According to the NTSB preliminary report and corroborated surveillance footage, the accident sequence began during the takeoff roll on Runway 17R. The aircraft, registered as N259UP, appeared to function normally during the initial acceleration. However, the situation deteriorated rapidly at the moment of rotation, the point where the nose of the aircraft lifts off the ground to begin the climb. Investigators have determined that as the aircraft rotated, the No. 1 engine, located on the left wing, physically separated from the aircraft along with its pylon structure.
Surveillance video reviewed by the NTSB captured the engine traversing over the fuselage after detaching, subsequently falling to the ground within the airport perimeter. The separation caused an immediate and massive fire at the attachment point on the left wing. The No. 1 engine and the majority of the pylon structure were recovered on the grass adjacent to Runway 17R, confirming that these critical components were lost before the aircraft had fully departed the airport environment. This separation significantly compromised the aircraft’s aerodynamics and structural integrity.
Following the separation, the aircraft managed to climb briefly to an altitude estimated between 100 and 175 feet Above Ground Level (AGL). The Cockpit Voice Recorder (CVR) data indicates that a “repeating bell” sound began 37 seconds after takeoff thrust was set and continued until the recording ceased. The aircraft was unable to maintain altitude or directional control, banking sharply to the left. The flight path ended when the left main landing gear impacted the roof of a UPS Supply Chain Solutions warehouse, followed by a crash into a nearby industrial park.
“Investigators identified metal fatigue cracks on the aft mount and spherical bearing of the left engine pylon. The outer ring of the spherical bearing was fractured around its entire circumference.”
The focus of the investigation has narrowed to the structural components holding the engine to the wing. The NTSB report highlights the discovery of metal fatigue cracks on the aft mount and the spherical bearing of the left engine pylon. Specifically, cracks were present on both fracture surfaces of the aft lug, and the outer ring of the spherical bearing was found fractured around its entire circumference. These findings suggest a pre-existing structural weakness that ultimately failed under the stress of takeoff.
Maintenance records for N259UP are currently under intense scrutiny. The 34-year-old aircraft had recently undergone heavy maintenance in San Antonio, Texas, approximately six weeks prior to the accident. Investigators are working to determine whether the fatigue cracks were present and undetectable during that maintenance visit, or if they developed rapidly in the short period following the service. The aircraft had accumulated over 21,000 flight cycles and 92,000 flight hours since its manufacture in 1991. The crash of Flight 2976 resulted in a significant loss of life, impacting both the flight crew and the local community in Louisville. The accident site, located in an industrial area immediately south of the Airports, sustained heavy damage, particularly to the Grade A Recycling facility and a Kentucky Petroleum Recycling depot. The impact caused a massive post-crash explosion and fire, complicating rescue efforts and increasing the severity of the incident.
The three crew members operating the flight were fatally injured in the crash. The flight was commanded by Captain Richard Wartenberg, 57, a resident of Independence, Kentucky, and a retired U.S. Air-Forces Lieutenant Colonel with the 445th Airlift Wing. He was accompanied by First Officer Lee Truitt, 45, from the Louisville area, and Captain Dana Diamond, 62, who was serving as the International Relief Officer. Their experience and backgrounds highlight the tragic loss of seasoned aviation professionals.
The ground casualties were concentrated in the industrial facilities struck by the aircraft. Eleven individuals on the ground lost their lives. Among the identified victims were Louisnes “Lou” Fedon, 47, a customer at the recycling center, and his three-year-old granddaughter, Kimberly Asa. Other victims included Matt Sweets, 37, an electrician working in the area who succumbed to severe burns two days after the crash, and Angela Anderson, 45, who was located at the Grade A Recycling center. The crash also resulted in injuries to 23 other individuals, with two listed in serious condition.
The release of the preliminary findings has triggered immediate responses across the aviation logistics sector. The identification of pylon fatigue as a primary factor has led to precautionary measures regarding the McDonnell Douglas MD-11F fleet, a workhorse of the global air cargo industry. The implications of these findings extend beyond UPS, affecting other major operators and maintenance organizations.
In response to the crash, UPS Airlines immediately grounded its entire fleet of MD-11F aircraft out of an abundance of caution. FedEx Express, the other primary operator of the MD-11F, followed suit by grounding its fleet pending inspections. These voluntary groundings were reinforced by regulatory action; the Federal Aviation Administration (FAA) issued Emergency Airworthiness Directives (AD) requiring immediate inspections of engine pylons on all MD-11 and DC-10 series aircraft. These directives are mandatory and aimed at detecting any similar fatigue cracking in the active fleet.
The grounding of two major MD-11 fleets is expected to cause notable disruptions in global air cargo logistics, particularly for long-haul heavy freight where the MD-11F is frequently utilized. As the manufacturer via merger, Boeing is a party to the investigation. The focus on metal fatigue in aging airframes may lead to the implementation of more rigorous maintenance protocols for the remaining MD-11 fleets globally. The industry will be closely monitoring the ongoing investigation to see if further structural modifications or retirement schedules will be recommended for this aircraft type.
The NTSB’s preliminary report on UPS Flight 2976 provides a factual baseline for understanding the mechanical failure that led to this tragedy. The identification of fatigue cracking in the engine pylon structure shifts the focus of the investigation toward maintenance practices, material fatigue management, and the aging of the global cargo fleet. As the investigation continues, the NTSB will work to establish the root cause of the fatigue and why it went undetected.
For the families of the 14 victims and the aviation community, the report offers initial answers but highlights the complexities of aviation safety. The coming months will likely see continued disruptions in cargo logistics as inspections proceed, alongside a broader industry conversation regarding the longevity and inspection requirements of older freighter aircraft. What caused the crash of UPS Flight 2976? How many people died in the accident? What is the status of the MD-11F fleet? When was the aircraft last serviced?
NTSB Releases Preliminary Findings on UPS Flight 2976 Accident
Structural Failure and Flight Sequence
Analysis of the Engine Separation
Metallurgical Findings and Maintenance History
Casualties and Ground Impact
The Flight Crew
Impact on the Community
Industry Implications and Regulatory Actions
Fleet Groundings and Directives
Future Outlook for the MD-11F
Conclusion
FAQ
According to the NTSB preliminary report, the primary cause was the structural failure and separation of the No. 1 (left) engine and its pylon from the wing during takeoff, caused by metal fatigue cracking.
There were 14 total fatalities: 3 crew members on board the aircraft and 11 individuals on the ground.
Following the crash, both UPS Airlines and FedEx Express grounded their MD-11F fleets. The FAA has issued Emergency Airworthiness Directives requiring immediate inspections of engine pylons on these aircraft types.
The aircraft, N259UP, had undergone heavy maintenance in San Antonio, Texas, approximately six weeks prior to the accident.
Sources
Photo Credit: NTSB
Regulations & Safety
NJASAP Supports H.R. 7148 Enhancing FAA Funding and Aviation Safety
NJASAP applauds H.R. 7148 for securing FAA funding, staffing increases, and infrastructure upgrades to strengthen U.S. aviation safety and stability.
This article is based on an official press release from the NetJets Association of Shared Aircraft Pilots (NJASAP).
The NetJets Association of Shared Aircraft Pilots (NJASAP), the independent labor union representing more than 3,700 pilots who fly for NetJets Aviation, Inc., has issued a formal statement applauding the enactment of the Consolidated Appropriations Act, 2026 (H.R. 7148). Signed into law by the President on February 3, 2026, the legislation secures full-year funding for the federal government, averting the operational risks associated with government shutdowns.
According to the union’s statement, the passage of H.R. 7148 represents a critical victory for the stability of the National Airspace System (NAS). NJASAP leadership highlighted that the bill not only ensures continuous operation of essential agencies but also directs significant resources toward modernizing avionics infrastructure and addressing long-standing staffing shortages at the Federal Aviation Administration (FAA).
A primary focus of the NJASAP’s praise centers on the specific financial allocations designed to bolster the FAA’s operational capacity. The union noted that the legislation provides $13.71 billion for FAA operations, a figure intended to stabilize the agency’s day-to-day functions.
In its release, NJASAP emphasized the importance of the bill’s provisions for workforce expansion. The legislation funds the hiring of approximately 2,500 new air traffic controllers. This surge in staffing is aimed at mitigating the persistent shortages that have strained the air traffic control system, contributed to delays, and reduced safety margins across the network.
Additionally, the bill allocates resources for 54 additional aviation safety inspectors. NJASAP views these hires as essential for maintaining rigorous oversight within the industry.
Beyond operational staffing, the union highlighted the bill’s investment in physical and technological infrastructure. The Consolidated Appropriations Act allocates $4 billion to the Airport Improvement Program (AIP). According to the press release, these funds are designated for replacing aging radar systems and telecommunications infrastructure, as well as upgrading navigation and surveillance systems.
The union also drew attention to a $100 million allocation for the FAA Office of Aerospace Medicine. This funding is targeted at modernizing technology systems to reduce the backlog in pilot medical certifications, a bureaucratic bottleneck that has historically kept qualified pilots grounded for extended periods. On the policy front, NJASAP celebrated the inclusion of language explicitly prohibiting the privatization of the U.S. air traffic control system. The union has long opposed privatization efforts, arguing that the NAS must remain a public asset accountable to safety standards rather than profit motives.
Capt. Pedro Leroux, President of NJASAP, commented on the significance of the legislation in the official release:
“Congress has taken a decisive step to protect the safety and continuity of the National Airspace System by passing a full-year appropriation that prioritizes modernization, staffing and FAA readiness. As professional aviators who rely on these systems every day, we commend lawmakers for recognizing that airspace safety and stability are not optional, but are fundamental to the U.S. aviation industry.”
While the funding measures in H.R. 7148 benefit the entire aviation sector, they hold specific relevance for NetJets pilots. Unlike commercial airline pilots who primarily operate between major hubs with robust support infrastructure, fractional pilots frequently fly into a vast network of smaller, regional airports. The $4 billion investment in the Airport Improvement Program is therefore critical for maintaining safety standards at the diverse range of airfields utilized by business aviation.
Furthermore, the stability provided by a full-year appropriations bill is vital for long-term planning. Stop-gap funding measures often freeze training pipelines; by securing funding through the fiscal year, the FAA can proceed with the training of the 2,500 new controllers without interruption, a key factor in reducing system-wide congestion.
NJASAP Commends Congress on H.R. 7148 Passage, Citing Safety and Stability Wins
Strengthening FAA Operations and Staffing
Addressing the Controller Shortage
Infrastructure and Policy Protections
Aeromedical Reform and Privatization
AirPro News Analysis
Sources
Photo Credit: The NetJets Association of Shared Aircraft Pilots
Regulations & Safety
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Garmin’s GHA 15 Height Advisor, a radar-based altitude device, gains FAA approval for over 500 certified aircraft models, enhancing general aviation safety.
This article is based on an official press release from Garmin.
Garmin has announced that its GHA 15 Height Advisor, a radar-based altitude monitoring device, has received Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) approval. Previously available only for the experimental market, this certification allows the installation of the device in over 500 models of Class I and Class II certified aircraft.
The approval marks a significant shift in the accessibility of radar altimetry for general aviation pilots. According to the company, the GHA 15 is available immediately at a price of $2,695. This pricing strategy positions the device as a cost-effective alternative to traditional radar altimeters, which have historically been priced significantly higher and reserved for business jets or commercial airliners.
The GHA 15 is designed to provide pilots with precise Height Above Ground Level (AGL) readings during the critical final phases of flight. While standard barometric altimeters rely on air pressure and can be subject to calibration errors or terrain variations, the GHA 15 uses radio frequency technology to measure the actual distance between the aircraft and the ground.
Garmin states that the device is capable of providing AGL data from 500 feet down to the surface. The system integrates with the Garmin GI 275 electronic flight instrument to display altitude data and generate audible callouts directly to the pilot’s headset. These callouts, such as “50 feet,” “20 feet,” and “10 feet”, are user-configurable and intended to assist pilots in judging flare height and landing timing.
“The GHA 15 provides a cost-effective solution that helps reduce pilot workload and provides confidence during the approach and landing phases of flight.”
, Garmin Press Release
The unit is a compact, all-in-one module that mounts to the underside of the aircraft fuselage. Weighing less than one pound (approximately 0.45 kg), the device is roughly the size of a deck of cards, minimizing the structural impact of installation. According to the technical details released by Garmin, the GHA 15 offers the following accuracy levels:
The FAA STC covers a broad range of single-engine and twin-engine piston aircraft (Class I and Class II). This includes popular general aviation airframes such as the Cessna 172, Piper PA-28, Beechcraft Bonanza, and Mooney M20 series. To function, the GHA 15 must be interfaced with a Garmin GI 275 electronic flight instrument. For experimental aircraft, the device remains compatible with the G3X Touch flight display.
The certification of the GHA 15 represents a notable development in the “democratization” of avionics safety features. Historically, radar altimeters (such as the Garmin GRA 55) have cost upwards of $7,000, placing them out of reach for the average private pilot. By offering a certified “Height Advisor” for under $3,000, Garmin is effectively bridging the gap between recreational flying and professional-grade situational awareness. We believe this technology will be particularly valuable in three specific scenarios:
It is important to note the distinction Garmin makes by labeling this product a “Height Advisor” rather than a TSO-certified radar altimeter. While it provides similar functionality, it is intended for advisory purposes and does not replace the higher-end equipment required for complex instrument approaches like CAT II or CAT III landings.
Sources: Garmin
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Bringing Radar Altimetry to General Aviation
Technical Specifications and Accuracy
Installation and Compatibility
AirPro News Analysis: The Democratization of Safety Tech
Sources
Photo Credit: Garmin
Regulations & Safety
Congress Approves $102.9B FY 2026 Transport and Housing Bill
The FY 2026 THUD Appropriations Act allocates $102.9B focusing on FAA modernization and housing assistance, rescinding CA High-Speed Rail funds.
This article is based on an official press release from the Senate Appropriations Committee and legislative summaries of the FY 2026 THUD Appropriations Act.
Following a brief partial government shutdown that spanned from January 31 to February 3, 2026, Congress has approved and President Trump has signed the Fiscal Year 2026 Transportation, Housing and Urban Development, and Related Agencies (THUD) Appropriations Act. The legislation, which provides $102.9 billion in total discretionary funding, marks a significant pivot toward stabilizing core Commercial-Aircraft infrastructure while enacting targeted cuts to specific rail initiatives.
According to the official summary released by the Senate Appropriations Committee, the bill allocates $77.3 billion to the Department of Housing and Urban Development (HUD) and $25.1 billion in discretionary budget authority to the Department of Transportation (DOT). Lawmakers framed the legislation as a “back-to-basics” measure designed to address immediate Safety concerns in the national airspace and protect essential housing vouchers.
Senator Susan Collins (R-ME), Chair of the Senate Appropriations Committee, emphasized the dual focus of the bill in a statement following its passage:
“It is critical that we make significant investments to modernize our air traffic control systems… We must also ensure that a greater supply of safe, affordable housing is available to communities throughout the country.”
, Senator Susan Collins (R-ME)
The Department of Transportation’s portion of the budget heavily prioritizes the Federal Aviation Administration (FAA), which receives $22.2 billion. This funding level reflects a consensus among lawmakers that the national airspace system requires urgent modernization following recent operational strains.
A central component of the FAA funding is a $4 billion allocation specifically for “Facilities and Equipment.” This investment is aimed at upgrading aging air traffic control (ATC) systems that have been prone to outages. Furthermore, to address chronic staffing shortages that have plagued the industry, the bill funds the hiring and training of 2,500 new air traffic controllers.
The National Air Traffic Controllers Association (NATCA) reportedly endorsed the measure, describing the staffing surge as a “critical lifeline” for maintaining safety standards. Additionally, the bill provides $4 billion in Grants-in-Aid for Airports to support physical infrastructure improvements. In a move described by Republican leadership as an effort to protect taxpayers from waste, the bill permanently rescinds approximately $929 million in unobligated federal funds originally designated for the California High-Speed Rail Authority. This rescission aligns with the administration’s focus on “America First” infrastructure projects, such as the $350 million allocated for bridge repair and $200 million for commercial truck parking projects under the Federal Highway Administration.
The Department of Housing and Urban Development (HUD) received a $7 billion increase over FY 2025 levels, bringing its total to $77.3 billion. The primary goal of this funding is to maintain existing rental assistance programs and prevent a wave of evictions.
The legislation directs significant resources toward Section 8 rental assistance:
While these measures were welcomed by housing advocates, the bill maintains “flat funding” for other key programs. The Community Development Block Grants (CDBG) remain at $3.3 billion, and HOME Investment Partnerships are held at $1.25 billion. Industry groups, including the National Low Income Housing Coalition (NLIHC), have noted that without inflation adjustments, the purchasing power of these programs effectively decreases, potentially slowing the development of new affordable housing supply.
The passage of the FY 2026 THUD Appropriations Act signals a clear legislative priority: stabilization over expansion. By decoupling this bill from the contentious Department of Homeland Security debates that triggered the shutdown, Congress has acknowledged that the U.S. aviation system is too fragile to be used as a bargaining chip.
For the Airlines industry, the funding for 2,500 new controllers is a victory, but it is a long-term fix; training these controllers will take years. In the immediate term, the $4 billion for equipment modernization is the more critical figure, as it addresses the technical failures that have caused ground stops and delays. Conversely, the rescission of California High-Speed Rail funds suggests that federal support for large-scale, state-specific rail projects will face high scrutiny under the current administration, with preference given to freight efficiency (truck parking) and bridge safety.
When was the bill signed into law? Does the bill cut housing benefits? What is the impact on Amtrak? Sources: Senate Appropriations Committee, Congress.gov
Congress Passes $102.9 Billion “Back-to-Basics” Transport and Housing Bill, Ending Partial Shutdown
Aviation Safety and Infrastructure Overhaul
Modernizing Air Traffic Control
High-Speed Rail Funding Rescinded
Housing Stability and Community Development
Protecting Rental Assistance
AirPro News Analysis
Frequently Asked Questions
The bill was signed by President Trump on February 3, 2026, effectively ending the partial government shutdown.
The bill increases funding for rental assistance vouchers to keep up with costs but flat-funds development grants like CDBG and HOME, which advocates argue is an effective cut due to inflation.
Amtrak receives $2.4 billion in total, split between the National Network ($1.6 billion) and the Northeast Corridor ($850 million).
Photo Credit: Montage
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