Boeing 757-222 accident near Indianapolis, Indiana, September 24, 2001
On September 24, 2001, a Boeing 757-222, registered N570UA, was involved in an accident near Indianapolis, Indiana (Indianapolis International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 40 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the inadequate crew/group coordination and the parking brakes not set by the pilot in command.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 2001
- Place
- Indianapolis, Indiana · Indianapolis International · map
- Type
- Accident
- Injuries
- No one was hurt; 40 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 757-222 · all 757-222s on the register
- Registration
- N570UA · registry record · serial 26678
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The airplane rolled forward when it was disconnected from its tow, pinning and seriously injuring a wing walker. Hand signals were being used rather than headphones during the night push back. The wing walker stated that the hand signal to set brakes was given to the captain who in turn returned the set brakes hand signal. According to the captain, the last hand signal that he saw was to start engines. After starting the number one engine, the first officer felt the airplane move forward. The first officer stated that he asked the captain if the parking brake was supposed to be set at which time the captain looked down and set it. The tug driver signaled a problem and the engine was shut down. The airplane's Before Start Checklist stipulates the setting of the parking brake before engine start.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,865 hours in all; 2,942 in this make and model
- Last flight review: August 22, 2001
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,670 hours in all; 964 in this make and model
- Last flight review: May 1, 2001
- Medical certificate: Class 1
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 31,142 hours
- Last inspection: continuous airworthiness programme, May 14, 2001; 1,321 hours since
- Maximum gross weight: 241,000 lb
- Seats: 191
- Landing gear: retractable
- Engine 1: Pratt & Whitney 2037 (turbofan); 0 hours total
- Engine 2: Pratt & Whitney 2037 (turbofan); 0 hours total
The flight
- Departed from: IND Indianapolis IN
- Destination: ORD Chicago IL
- Flight plan: IFR
Weather at the time
- Light: night
- Wind: from 240° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,800 ft; scat at 3,100 ft
- Temperature: 66°F (19°C), dew point 64°F (18°C)
- Altimeter: 29.88 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 7 | |||
| Passengers | 33 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N570UA the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.