A shocking revelation has emerged regarding the tragic UPS plane crash in Kentucky, which claimed the lives of 15 individuals last year. The National Transportation Safety Board (NTSB) has revealed that Boeing, the plane manufacturer, was aware of a critical issue with a broken part as early as 2011. However, at that time, Boeing did not consider it a safety threat.
The UPS plane, an MD-11 model, crashed shortly after takeoff from Louisville, Kentucky, in November 2025. The left engine catastrophically detached from the wing, leading to a devastating impact and a massive fireball. Three pilots and 12 individuals on the ground near Louisville's Muhammad Ali International Airport perished in this tragic incident.
But here's where it gets controversial... The NTSB's investigation uncovered that Boeing had documented four previous failures of a part responsible for securing the engines to the wings on three different planes. Despite this, Boeing determined it was not a safety concern. These planes were originally built by McDonnell Douglas, which was later acquired by Boeing.
And this is the part most people miss... The NTSB found cracks in the parts that held the engine to the wing, which had gone unnoticed during regular maintenance. The last thorough inspection of these critical engine mount parts was in October 2021, and the plane was not scheduled for another detailed check for approximately 7,000 more takeoffs and landings. This raises questions about the adequacy of the maintenance schedule and the potential for similar issues to go unnoticed.
This crash bears a striking resemblance to a 1979 incident in Chicago, where the left engine of an American Airlines DC-10 detached during takeoff, resulting in the deaths of 273 people. The DC-10 was the predecessor to the MD-11. Following that crash, 274 DC-10s were grounded worldwide. However, the NTSB's determination that maintenance workers caused the crash by improperly using a forklift to reattach the engine allowed the DC-10 to return to service. This decision was made despite a history of accidents involving DC-10s, leaving many to question the safety of the design.
Former FAA and NTSB crash investigator Jeff Guzzetti expressed surprise that Boeing did not classify the issue as a "safety of flight condition" in 2011, as a similar problem had been identified by McDonnell Douglas in a service bulletin issued in 1980. Guzzetti noted that American Airlines had removed the engine of the DC-10 involved in the 1979 crash to inspect the spherical bearing race.
"I think it raises questions about the severity of the 2011 service letter and how UPS responded to it," Guzzetti said. "It also highlights the need for increased maintenance measures on older airframes."
The service bulletin issued by Boeing did not mandate repairs, unlike an FAA airworthiness directive. Former federal crash investigator Alan Diehl explained that Boeing's notice recommended replacing the bearings with a redesigned part, but it also allowed operators to replace defective bearings with older, prone-to-failure models. Diehl stated, "The NTSB will have to address whether this service bulletin was an adequate solution to a known problem with potentially catastrophic consequences."
The NTSB did not disclose whether there had been additional documented failures of the spherical bearing race since 2011. Investigators found that the bearing was broken into two pieces after the UPS crash, and the lugs holding it were cracked.
Photos released by the NTSB show flames erupting as the rear of the engine began to detach, with the wing engulfed in fire as the burning engine flew above it. Investigators are focused on the failure of this bearing as the cause of the engine detachment, but the ultimate conclusion will be revealed in the NTSB's final report, which is typically released more than a year after a crash.
The first lawsuit over the crash, filed last month, will undoubtedly cite the NTSB's report. Attorney Brad Cosgrove of the Clifford Law firm, which filed the lawsuit, stated, "This further demonstrates that there were warning signs before the crash that any reasonable organization should have heeded to prevent the Louisville tragedy."
The report clarifies that neither of the plane's other engines was on fire before the crash, contrary to some expert speculation that debris from the left engine might have damaged the tail engine.
Boeing, UPS, and the Federal Aviation Administration (FAA) declined to comment on the report while the NTSB investigation is ongoing. Both Boeing and UPS expressed condolences to the families affected by the crash.
The plane involved in the crash, a 34-year-old MD-11, reached only 30 feet (9.1 meters) off the ground before crashing into industrial buildings just beyond the runway. The resulting fireball was visible for miles, and dramatic videos captured the plane on fire as it plowed into buildings, releasing a massive plume of smoke.
Airlines ceased commercial flights of this plane model years ago due to its inefficiency compared to newer models. However, cargo carriers like UPS and FedEx continued to operate these aircraft, and some were modified for firefighting. Since the crash, all MD-11s and 10 related DC-10s have been grounded.
Cosgrove believes it will become clear that these MD-11s "should have been retired, as they had exceeded their shelf life."
This tragic incident raises important questions about aircraft maintenance, the adequacy of safety measures, and the responsibility of manufacturers and operators to ensure the safety of passengers and those on the ground. As the investigation continues, the public awaits answers and a commitment to preventing such devastating crashes in the future.
