Mcdonnell Douglas DC-9-82 accident near Sheridan, Illinois, July 16, 2004
On July 16, 2004 at about 4:04 am local time, a Mcdonnell Douglas DC-9-82, registered N585AA, was involved in an accident near Sheridan, Illinois (Chicago O'Hare Intl airport). It was flown under scheduled airline rules (Part 121). 1 person was seriously injured; 29 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The convection induced turbulence and the flight attendant not being restrained.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 2004 · about 4:04 am local time
- Place
- Sheridan, Illinois · Chicago O'Hare Intl · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 29 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas DC-9-82 · all DC-9-82s on the register
- Registration
- N585AA · registry record · serial 53248
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
A McDonnell Douglas DC-9-82 scheduled passenger carrying flight encountered turbulence upon entering "buildup" while descending through 15,000 feet mean sea level (MSL). Night visual meteorological conditions prevailed prior to entering the cloud. The only injury to those aboard was to a flight attendant who was not seated and restrained at the time of the encounter. The seat belt sign had been on but the flight attendants were not instructed to be seated. The captain stated that weather radar displayed a faint green return from the cloud before the event. No lightning or precipitation was observed from the cloud. The first officer stated the radar showed some activity south of their course. The radar indicated a line of three or four well defined cells on the 80-mile range "painting green." They saw lightning "well" south of the airplane. Directly ahead, on the northern most side of the line, the radar displayed five to seven green dots. They estimated the top to be about 17,000 feet MSL.
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
- Ratings: multi-engine land; instrument: airplane
- Flight time: 14,500 hours in all; 9,800 in this make and model; 219 in the last 90 days; 80 in the last 30 days; 6,922 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land
- Flight time: 16,000 hours in all; 8,700 in this make and model; 7,400 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 38,355 hours
- Last inspection: continuous airworthiness programme, July 26, 2004; 28 hours since
- Maximum gross weight: 150,500 lb
- Landing gear: retractable
- Engine: Pratt & Whitney JT8D (turbofan); 0 hours total
The flight
- Departed from: ABQ Albuquerque NM at 1:16 am
- Destination: ORD Chicago IL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 240° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 63°F (17°C)
- Altimeter: 29.87 inHg
- Observation at 3:53 am from ARR, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 4 | ||
| Passengers | 25 |
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.
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.