Investigation Summary
The accident occurred during a multi-leg cargo operation that began in Chicago. The aircraft operated as Flight 2894 from Chicago O'Hare to Cleveland before becoming Flight 2885 for the remaining legs. After arriving in Detroit from Cleveland, the crew engaged in a conversation regarding seat swapping. Captain William Todd permitted Flight Engineer Robert Lee to switch seats with First Officer James Day to perform the takeoff, a direct violation of United Airlines and FAA regulations. Lee had previously attempted to upgrade to first officer twice, in 1979 and 1980, but his training was terminated both times due to inadequate progress and poor proficiency checks. This led to a formal agreement between Lee, United Airlines, and the Air Line Pilots Association (ALPA) that he would remain a flight engineer for the remainder of his career. During the taxi, the crew performed the before takeoff checklist, but the stabilizer trim was not reset to the takeoff position. The aircraft took off with 7.5 units of nose-up trim, causing an immediate and aggressive pitch-up. The inexperienced pilot flying was unable to recognize or correct the attitude, leading to engine surges and a loss of control. The NTSB noted that while seat swapping was strictly prohibited, anonymous reports from other pilots suggested it occurred occasionally on cargo or ferry flights.
Final Conclusions
The National Transportation Safety Board determined the probable cause was the flight crew's failure to follow procedural checklist requirements and their failure to detect and correct a mistrimmed stabilizer before the aircraft became uncontrollable. A significant contributing factor was the captain's decision to allow the flight engineer, who was not qualified to fly the aircraft, to occupy the pilot's seat and conduct the takeoff.
Photographic Evidence (1)
Video Analysis
Peer Pressure | The Crash Of United Airlines 2885 — A detailed look at the 1983 crash of United 2885, focusing on the unauthorized seat swap and the flight engineer's history of failed pilot training.
If playback is blocked, the owner has disabled embedding — use the link above.
Airframe & Maintenance
Crew Experience
Captain
William S. Todd, age 55
First Officer
James G. Day, age 51
Flight Engineer
Robert E. Lee, age 50; acting as pilot flying during the accident.
Systems & Failure Modes
Stabilizer Trim
A system used to adjust the angle of the horizontal stabilizer to maintain a desired pitch attitude. On Flight 2885, it was left in the landing configuration, causing an uncommanded pitch-up during takeoff.
Pratt & Whitney JT3D-3B Engines
The four engines experienced surges during the initial climb due to the high angle of attack disrupting airflow into the intakes.
Interesting Facts
- 01The aircraft was carrying a radioactive package, but no material was leaked during the crash.
- 02The flight engineer had failed two separate attempts to upgrade to a pilot position in 1979 and 1980.
- 03The stabilizer trim was found at 7.5 units airplane nose-up, the setting used for the previous landing.
- 04Witnesses reported seeing fire eruptions from the engines, which were later identified as surges caused by the extreme pitch angle.
Safety Actions & Advisories
Enforcement of Cockpit Discipline
Source ↗The NTSB emphasized the necessity of adhering to FAA and company regulations regarding seat assignments and pilot qualifications, particularly during critical phases of flight.
Checklist Compliance and Monitoring
Source ↗The investigation highlighted the critical importance of strict adherence to checklist procedures and the need for captains to effectively monitor the actions of other crew members to ensure all flight controls and trim settings are correctly configured for takeoff.