Boeing 737-9 accident near Hebron, Kentucky, September 7, 2023
On September 7, 2023 at about 2:32 am local time, a 2022 Boeing 737-9, registered N37531, was involved in an accident during enroute (descent) near Hebron, Kentucky. It was flown under scheduled airline rules (Part 121). 1 person was seriously injured; 70 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An inadvertent encounter with convectively induced turbulence (CIT) during descent.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 2023 · about 2:32 am local time
- Place
- Hebron, Kentucky · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 70 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 737-9, built 2022 · all 737-9s on the register
- Registration
- N37531 · registry record · serial 66119
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
United Airlines flight 1759 encountered moderate turbulence while descending through 11,000 ft for landing at Cincinnati/Northern Kentucky International Airport (CVG) Hebron, Kentucky, and a flight attendant (FA) fractured her pelvis. The flight crew reported that while descending on the SARGO-3 arrival into CVG they observed a single cloud with no apparent vertical development at about 11,000 ft. With no indication of an adverse ride from air traffic control (ATC), their onboard weather applications or their weather radar, the pilots elected to continue. Upon entering the cloud, the flight encountered about 2 seconds of moderate turbulence. Following the turbulence encounter the flight crew received a call from the cabin advising them that a FA had been injured. The aft FA assigned to jumpseat 2L reported that she was completing her duties in the aft galley and was seated in her jumpseat but had not fastened her safety harness, when suddenly and without warning, they encountered severe turbulence. She was thrown into the air, struck the ceiling and impacted the floor on her side fracturing her pelvis. Upon being notified of the injury, the flight crew declared a medical emergency and requested paramedics meet the aircraft at the gate. The injured FA was transported to the hospital where she was diagnosed with a fractured pelvis. At the time of the turbulence encounter there were no active significant meteorological information (SIGMETs), convective SIGMETs, airman’s meteorological information (AIRMETs), or pilot reports (PIREPs) of any significant turbulence.
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
What happened, in order
- Turbulence encounter during enroute (descent) defining event
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Turbulence › Convective turbulence › Effect on personnel
- Environmental issues › Conditions/weather/phenomena › Turbulence › Convective turbulence › Awareness of condition
- Personnel issues › Experience/knowledge › Knowledge › Knowledge of meteorologic cond › Flight crew
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 11,000 hours in all; 3,400 in this make and model; 200 in the last 90 days; 50 in the last 30 days; 2,500 as pilot in command
- Last flight review: February 6, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 15,700 hours in all; 10,500 in this make and model; 50 in the last 90 days; 17 in the last 30 days; 2,000 as pilot in command; 1,050 on instruments
- Last flight review: April 26, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 195,200 lb
- Seats: 188
- Landing gear: retractable
- Engine 1: Cfm Intl LEAP-1B-28G06 (turbofan); 0 hours total
- Engine 2: Cfm Intl LEAP-1B-28G06 (turbofan); 0 hours total
- Operator: United Airlines INC
The flight
- Departed from: Houston TX
- Destination: Cinncinati OH
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 190° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 7,000 ft
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 29.85 inHg
- Observation at 10:52 pm from KCVG, 39 miles away
Weather report (METAR): KCVG 070252Z 19005KT 10SM FEW070 22/21 A2985 RMK AO2 SLP097 T02170206 50000
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 3 | ||
| Passengers | 67 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on March 27, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Flight Crew Statements | PDF, 5 pages | View Download |
| 3 | Flight Attendant Statements | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.