Louisville, Kentucky — Federal investigators continue examining the circumstances surrounding the UPS Flight 2976 accident at Louisville Muhammad Ali International Airport, nearly 10 months after the November 4, 2025 incident. The McDonnell Douglas MD-11F cargo aircraft was traveling to Honolulu when it encountered a serious structural problem shortly after departing Runway 17R. Investigators determined that the aircraft’s left engine and pylon separated from the left wing during takeoff, after which the aircraft came down in an industrial area near the airport and a major fire caused significant damage. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) began investigating immediately, later reviewing aircraft components, flight-recording information and maintenance records.
UPS identified the three crew members aboard the flight as Captain Richard Wartenberg, 57, First Officer Lee Truitt, 45, and International Relief Officer Captain Dana Diamond, 62. All three crew members lost their lives in the incident, with their names publicly released by UPS on November 6, 2025. Eleven people on the ground were initially reported to have died, while another person who had suffered serious injuries passed away 51 days later, bringing the reported total to 15. Twenty-three people on the ground were injured. Businesses, employees and other members of the industrial community south of the airport were also affected. Airport surveillance footage and other evidence helped investigators establish that the left engine and its supporting pylon separated during the takeoff sequence, while emergency teams responded to the resulting aircraft fire and surrounding area.
A major focus of the investigation has been the structure connecting the engine to the aircraft’s wing. An NTSB examination identified fatigue-related cracking in a spherical bearing assembly associated with the engine-pylon structure. Investigators reported that the cracking extended through the bearing race and involved approximately 75% of the fracture surface, with the remaining area showing characteristics consistent with an overload event. The finding prompted further examination of the MD-11 pylon attachment design, inspection procedures and maintenance history, as well as earlier reports involving similar components. In May 2026, the NTSB held a two-day public investigative hearing in Washington, D.C., reviewing structural requirements, inspection practices, maintenance information, FAA oversight and previous component concerns. Boeing also provided technical information, noting that the pylon structure was designed with damage tolerance and established certification and maintenance requirements.
The investigation remains open, and the NTSB has not yet issued a final determination regarding the primary cause. Following the May hearing, NTSB Chairwoman Jennifer Homendy said investigators were entering the analysis phase, during which evidence would be evaluated and recommendations and the final report prepared. The agency has indicated that the investigation could take approximately 12 to 18 months from the date of the incident, potentially leading to a final report around May 2027. Investigators have established an important part of the sequence: the left engine and pylon separated from the wing shortly after takeoff, followed by the aircraft losing the ability to remain safely airborne and coming down near the airport. However, whether design, maintenance, inspection practices or other contributing factors played a role is still being carefully examined. The incident continues to be remembered in Louisville, particularly by UPS employees, nearby businesses, emergency personnel and affected families.
