Mcdonnell Douglas MD-80 accident near Chicago, Illinois, September 12, 1989
On September 12, 1989 at about 10:46 pm local time, a Mcdonnell Douglas MD-80, registered N244AA, was substantially damaged in an accident near Chicago, Illinois (Chicago O'Hare Intl airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 2 people had minor injuries; 108 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A LOSS OF HYDRAULIC SYSTEM PRESSURE DUE TO THE OPERATOR'S FAILURE TO REPLACE A SYSTEM COMPONENT THAT HAD A KNOWN HISTORY OF FAILURES, AND THE PILOT'S IMPROPER USE POWERPLANT CONTROLS RESULTING IN A DEGRADATION OF RUDDER EFFECTIVENESS. A CONTRIBUTING FACTOR WAS THE FAILURE OF THE POWER TRANSFER UNIT SHUTOFF VALVE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 12, 1989 · about 10:46 pm local time
- Place
- Chicago, Illinois · Chicago O'Hare Intl
- Type
- Accident
- Injuries
- 2 people had minor injuries; 108 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas MD-80
- Registration
- N244AA · registry record · serial 49256
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
DURING DESCENT A COMPLETE HYDRAULIC SYSTEM FAILURE OCCURRED. DURING THE LANDING ROLLOUT THE AIRPLANE RAN OFF THE SIDE OF THE RUNWAY & COLLIDED WITH A MANHOLE COVER COLLAPSING THE NOSE GEAR. THE POWER TRANSFER UNIT SHUTOFF VALVE, P/N 240695, FAILED; ONE OF THE DUAL VALVE BODY HALVES SEPARATED AT THE MOUNTING PLATE. THE VALVE HAD A KNOWN HISTORY OF FAILURES, AND A KIT VERSION OF A 'FIX' TO THE VALVE HAD BEEN AVAILABLE BY THE MANUFACTURER. THE FLIGHT MANUAL CAUTIONS THAT FOR LANDING WITH NO HYDRAULIC POWER, INCREASING AMOUNTS OF REVERSE THRUST SIGNIFICANTLY REDUCES RUDDER EFFECTIVENESS, AND IN THE EVENT OF DIRECTIONAL CONTROL PROBLEMS TO REDUCE REVERSE THRUST AS REQUIRED AND SELECT FORWARD IDLE IF NECESSARY TO MAINTAIN OR REGAIN CONTROL. DFDR READOUT SHOW THE APPLICATION OF THRUST GREATER THAN IDLE REVERSE DURING THE THE LANDING ROLLOUT.
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; single-engine land; instrument: airplane
- Flight time: 4,600 hours in all; 876 in this make and model; 160 in the last 90 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,332 hours
- Last inspection: continuous airworthiness programme, September 11, 1989; 6 hours since
- Maximum gross weight: 161,000 lb
- Seats: 148
- Landing gear: retractable
- Engine: P&W JT8D-217A & C (turbofan); 0 hours total
- Operator: American Airlines
The flight
- Departed from: ROC Rochester NY at 8:59 pm
- Flight plan: IFR
- Runway 9R, 10,141 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 010° at 6 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 11,000 ft; not recorded at 11,000 ft
- Temperature: 63°F (17°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from ORD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 2 | 102 |
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 N244AA 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.