{{Short description|2013 aviation accident in Alabama}} {{Use mdy dates|date=July 2019}} {{Use American English|date=July 2019}} {{Infobox aircraft occurrence | name = UPS Airlines Flight 1354 | image = Nose and forward section of UPS 1354.jpg | caption = Wreckage of the aircraft's [[Cockpit|cockpit]] section | occurrence_type = Accident | date = {{start date|2013|08|14}} | summary = [[Controlled flight into terrain]] due to [[pilot error]] and [[pilot fatigue]] | site = North of [[Birmingham–Shuttlesworth International Airport]], Alabama, United States | coordinates = {{coord|33|35|11.7|N|86|44|49|W|type:event_region:US-AL|display=inline,title}} | plane1_image = UPS Airlines A300 N155UP.jpg | plane1_caption = N155UP, the aircraft involved in the accident, seen in 2009 | aircraft_type = [[Airbus A300|Airbus A300F4-622R]] | operator = [[UPS Airlines]] | IATA = 5X1354 | ICAO = UPS1354 | callsign = UPS 1354 | tail_number = N155UP | origin = [[Louisville International Airport]], Kentucky, United States | destination = [[Birmingham–Shuttlesworth International Airport]], Alabama, United States | occupants = 2 | crew = 2 | fatalities = 2<!-- don't need to add "(all)", we already have survivors=0 --> | survivors = 0 }} '''UPS Airlines Flight 1354''' was a scheduled cargo flight from [[Louisville, Kentucky|Louisville]], Kentucky, to [[Birmingham, Alabama|Birmingham]], Alabama. On August 14, 2013, the [[Airbus A300]] flying the route crashed and burst into flames short of the runway on approach to [[Birmingham–Shuttlesworth International Airport]].<ref name="avsafety.net">{{cite web |last=Ranter |first=Harro |title=ASN Aircraft accident Airbus A300F4-622R N155UP Birmingham Airport, AL (BHM) |url=http://aviation-safety.net/database/record.php?id=20130814-0 |access-date=August 14, 2013 |website=Aviation Safety Network |publisher=[[Flight Safety Foundation]]}}</ref><ref name="AvHerald">{{cite news |url=http://avherald.com/h?article=466d969f|title=Crash: UPS A306 at Birmingham on Aug 14th 2013, touched down outside airport |last=Hradecky |first=Simon |work=The Aviation Herald |date=August 16, 2013 |access-date=August 17, 2013}}</ref> Both pilots were pronounced dead at the scene of the crash. They were the only people aboard the aircraft.<ref>{{cite news|url=https://www.bostonglobe.com/news/nation/2013/08/14/ups-cargo-plane-crashes-ala-killing-two/blt8xqw43cIVgRgRCIRSdK/story.html |title=UPS cargo plane crashes in Ala., killing two |last=Reeves |first=Jay |newspaper=[[The Boston Globe]] |date=August 14, 2013 |access-date=February 17, 2016}}</ref> It was the second fatal air crash for UPS Airlines.<ref>{{Cite news|last=Carter|first=Chelsea J.|last2=Pearson|first2=Michael|last3=Mattingly|first3=David|date=2013-08-14|title=NTSB: No distress call prior to UPS cargo plane crash in Alabama|work=CNN|url=https://www.cnn.com/2013/08/14/us/alabama-cargo-plane-crash/index.html|access-date=2021-02-05}}</ref><ref>{{Cite news|last=Gates|first=Verna|date=2013-08-14|title=Two killed in fiery Alabama crash of UPS cargo jet|work=Reuters|url=https://www.reuters.com/article/us-crash-ups-urgent-idUSBRE97D0JW20130814|access-date=2021-02-05}}</ref>
==Background== === Aircraft === The aircraft involved was a nearly 10-year-old Airbus A300F4-622R, [[Aircraft registration|registered]] as N155UP with [[serial number]] 841. It was built in 2003 and was delivered to UPS in February 2004.<ref>{{cite news|url=http://www.nycaviation.com/2013/08/ups-airbus-a300-crashes-on-approach-to-birmingham-airport/|title=UPS Airbus A300 Crashes On Approach To Birmingham Airport|last=Rabinowitz|first=Jason|date=August 14, 2013|work=NYCAviation|access-date=August 14, 2013}}</ref> It was powered by two [[Pratt & Whitney PW4000|Pratt & Whitney PW4158]] engines. At the time of the accident, it had accumulated about 11,000 [[flight hours]] in 6,800 flight cycles (a flight cycle is one takeoff and landing).<ref name="NTSB">{{Cite web|url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1402.pdf|title=Crash During a Nighttime Nonprecision Instrument Approach to Landing, UPS Flight 1354, Airbus A300-600, N155UP, Birmingham, Alabama, August 14, 2013|date=September 9, 2014|publisher=National Transportation Safety Board|id=NTSB/AAR-14/02|access-date=February 9, 2017}} {{source attribution}}</ref>{{rp|page=24}}<ref>{{Cite web |title=Accident Airbus A300F4-622R N155UP |url=https://asn.flightsafety.org/asndb/320696 |access-date=16 June 2024}}</ref>
=== Crew === This flight was [[Pilot in command|commanded]] by 58-year old Captain Cerea Beal, Jr.<ref>{{Cite news|url=http://www.cbs46.com/story/23133265/pilot-copilot-dead-in-birmingham-ups-cargo-plane-crash|title=Pilots identified in Birmingham UPS cargo plane crash|last=Murphy|first=Adam|date=2013-08-14|work=CBS46|access-date=2017-02-10|url-status=dead|archive-url=https://web.archive.org/web/20180629130920/http://www.cbs46.com/story/23133265/pilot-copilot-dead-in-birmingham-ups-cargo-plane-crash|archive-date=2018-06-29}}</ref><ref>{{Cite news|last=|first=|date=2013-08-14|title=UPDATE: Second UPS Pilot in Birmingham Plane Crash Identified|website=WHNT|url=https://whnt.com/news/ups-cargo-jet-crashes-near-birmingham-shuttlesworth-international-airport/|access-date=2021-02-05}}</ref> Prior to being hired by UPS, Beal was employed by TWA as a [[flight engineer]] and then [[First officer (aeronautics)|first officer]] on the [[Boeing 727]]. He was hired by UPS in October 1990 as a 727 flight engineer and became a 727 first officer in August 1994.<ref name="NTSB" />{{rp|page=11}} Twice, in 2000 and again in 2002, Beal began and then withdrew from training to upgrade to captain on the 757.<ref name="NTSB" />{{rp|page=11}}<ref>{{Cite news|url=https://www.wsj.com/articles/SB10001424052702303636404579395431003447164|title=NTSB Details Pilot Errors Before 2013 UPS Cargo Jet Crash|last=Pasztor|first=Andy|date=2014-02-21|newspaper=The Wall Street Journal|access-date=2017-02-10|issn=0099-9660}}</ref> He transitioned to the A300 as a first officer in 2004 and then as a captain in 2009. At the time of the accident, he had accumulated 6,406 flight hours at UPS, 3,265 of which were on the A300.<ref name="NTSB" />{{rp|page=11}}
The [[First officer (aviation)|first officer]] was 37-year-old Shanda Fanning.<ref>{{Cite news|url=http://blog.al.com/breaking/2013/08/ups_plane_crash_pilot.html|title=UPS plane crash: Pilot Shanda Fanning remembered for energy, fearlessness (updated) (Life Stories)|last=Campbell|first=Kay|date=2013-08-14|newspaper=AL.com|access-date=2017-02-10}}</ref> Fanning was hired by UPS in 2006 as a 727 flight engineer. She became a first officer on the [[Boeing 757]] in 2007, then transitioned to the [[Boeing 747|747]] in 2009. She began flying the A300 in June 2012. At the time of the accident, she had accumulated 4,721 total flight hours, including 403 hours on the A300.<ref name="NTSB" />{{rp|page=15}}
==Accident== The aircraft was inbound on a scheduled flight at the time of the crash. Dark night [[visual flight rules]] prevailed at the airport, but variable [[instrument meteorological conditions]] with a variable ceiling were present north of the airport on the approach course.<ref>{{Cite web |title=N155UP accident description |url=https://planecrashmap.com/plane/al/N155UP/|access-date=2023-01-26| website=Plane Crash Map}}</ref>
A [[NOTAM|notice to airmen]] (NOTAM), in effect at the time of the accident, indicated that runway 06/24, the longest runway available at the airport and the only one with an [[ILS approach]], would be closed from 04:00 to 05:00 CDT. Because the flight was scheduled to arrive at Birmingham at 04:51, only the shorter runway 18 with a [[non-precision approach]] was available to the pilots.<ref name="NTSB" />{{Reference page|page=1}}
Forecasted weather at [[Birmingham–Shuttlesworth International Airport|BHM]] indicated that the low ceilings upon arrival required an alternate airport, but the dispatcher did not discuss the low ceilings, the single-approach option to the airport, or the reopening of runway 06/24 about 05:00 with the flight crew. Further, during the flight, information about variable ceilings at the airport was not provided to the flight crew.<ref name="NTSB" />{{rp|pages=1,34}}
At 04:21:28, the [[Flight recorder|cockpit voice recorder]] recorded the first officer stating, "they're sayin' six and two-four is closed. They're doin' the [[Instrument landing system localizer|localizer]] to one eight," after the flight crew listened to BHM [[automatic terminal information service]] (ATIS) Papa, which included the 06/24 runway closure. The captain responded, "localizer (to) one eight, it figures." Between 04:23 and 04:30, the captain briefed the localizer runway 18 approach using the UPS Profile Briefing Guide from the UPS [[Aircraft flight manual|Aircraft Operating Manual]] (AFM). The captain then continued to review the localizer 18 approach chart. At no point did the captain or first officer mention that the localizer approach was not available.<ref name="NTSB" />{{Reference page|page=3}}
At 04:33:33, air traffic control cleared the flight to descend to {{convert|11000|ft|m}} [[mean sea level]] (msl), and the captain commented, "They're generous today. Usually they kind'a take you to fifteen and they hold you up high." At 04:41:44, while flying level at 11,000 feet msl, the first officer contacted BHM approach control advising ATIS information and requesting a lower altitude. The BHM approach controller issued a descent clearance to {{convert|3000|ft|m}} and said, "uhm...runway six is still closed. you want...the localizer one eight?" The flight crew accepted the localizer 18 approach.<ref name="NTSB" />{{Reference page|page=3}}
At 04:47:10.9, as the airplane passed the IMTOY stepdown fix near the minimum crossing altitude of {{convert|1380|ft|m}} msl, the captain said "two miles". However the airplane continued to descend at {{convert|1500|ft/min|m/min}} and passed through and continued below the desired [[Glide path|glidepath]]. As the airplane approached and then descended through the minimum descent altitude of {{convert|1200|ft|m}} msl, neither pilot made the required callouts regarding approaching and reaching the minimum descent altitude. At 04:47:19.6 the first officer said, "it wouldn't happen to be actual [chuckle]."<ref name="NTSB" />{{Reference page|page=7}}
At an altitude of about {{convert|1000|ft|m}} msl, about {{convert|250|ft|m}} above ground level, an enhanced [[ground proximity warning system]] (EGPWS) [[sink rate]] caution alert was triggered. About 1 second later, the captain began to reduce the selected vertical speed to about {{convert|600|ft/min|m/min}}. The captain reported the runway in sight about 3.5 seconds after the sink rate caution alert, and the first officer then confirmed that she also had the runway in sight. About 2 seconds after reporting the runway in sight, the captain further reduced the selected vertical speed to {{convert|400|ft/min|m/min}}. At 04:47:31.5, the captain disconnected the autopilot, and a second later, the cockpit voice recorder recorded the sound of rustling, corresponding to the airplane's first contact with trees. The recorder then recorded an EGPWS "too low terrain" caution alert and several additional impact noises until the recording ended.<ref name="NTSB" />{{Reference page|page=|pages=7–8}}
The aircraft crashed around 04:47 local time (CDT, 09:47 UTC). It clipped trees and struck ground three times uphill. The fuselage broke apart, with the nose coming to rest about {{convert|200|yd|ft m|-1|abbr=out}} away from the initial point of impact, and the rest of it about {{convert|80|yd|ft m|-1|abbr=out}} farther down towards the runway and about {{convert|1|km|mi|1|order=flip}} from its edge and catching fire. Both crew members died in the accident.<ref name="NTSB" />{{rp|pages=7–8,40}}<ref name="AvHerald" /><ref name="alabamas13_ntsb">{{cite news|url=http://www.alabamas13.com/story/23139546/ntsb|title=NTSB brings 26-member team to Birmingham to collect "perishable" evidence and information on crash|last=Roberson|first=Amber|date=August 14, 2013|work=Alabama's 13|access-date=August 14, 2013|archive-url=https://web.archive.org/web/20131002062244/http://www.alabamas13.com/story/23139546/ntsb|archive-date=October 2, 2013|url-status=dead}}</ref>
==Investigation== [[File:NTSB investigators Clint Crookshanks and Steve Magladry examining wreckage from UPS flight 1354 (9518979864).jpg|thumb|NTSB investigators examine the wreckage at the crash site]] The [[National Transportation Safety Board]] (NTSB) launched an investigation and sent a 26-member [[National Transportation Safety Board#Investigations|go team]] to the crash site to collect perishable evidence. The [[cockpit voice recorder]] (CVR) and [[flight data recorder]] (FDR) were recovered on the following day and sent for analysis.<ref name="NTSB" />{{rp|page=37}}<ref>{{cite news|url=http://www.alabamas13.com/story/23150415/ntsb-black-boxes-recovered-info-tomorrow-on-whether-data-can-be-extracted|title=NTSB: Black boxes recovered, info tomorrow on whether data can be extracted|last=Roberson|first=Amber|work=Alabama's 13|date=August 15, 2013|access-date=August 15, 2013|archive-url=https://web.archive.org/web/20140222053058/http://www.alabamas13.com/story/23150415/ntsb-black-boxes-recovered-info-tomorrow-on-whether-data-can-be-extracted|archive-date=2014-02-22|url-status=dead}}</ref>
At their third media briefing on August 16, 2013, the NTSB reported that the crew had briefed the approach to runway 18 and were cleared to land by [[air traffic control]] two minutes prior to the end of the recording. At 16 seconds before the end of the recording, the aircraft's [[ground proximity warning system]] (GPWS) sounded two "[[sink rate]]" alerts, meaning that the aircraft was descending too rapidly. Three seconds later, Captain Beal reported having the runway in sight, which was confirmed by First Officer Fanning. The CVR recorded the sound of the first impact with trees 3 seconds after the pilots reported seeing the runway. A final "too low terrain" alert by the GPWS was then recorded, followed by the final sounds of impact.<ref name="NTSB" />{{rp|page=8}}<ref name="AvHerald" /><ref>{{cite news|url=http://www.alabamas13.com/story/23159488/ntsb-data-recovered-from-black-boxes|title=NTSB: Data recovered from black boxes, new details about flight|last=Roberson|first=Amber|work=Alabama's 13|date=August 16, 2013|access-date=August 17, 2013|archive-url=https://web.archive.org/web/20130820032651/http://www.alabamas13.com/story/23159488/ntsb-data-recovered-from-black-boxes|archive-date=2013-08-20|url-status=dead}}</ref>
To represent the country of manufacture, the French aviation accident investigation agency [[Bureau of Enquiry and Analysis for Civil Aviation Safety]] (BEA), assisted by [[Airbus]] technical advisors, participated in the investigation.<ref name="BEA">{{cite web|url=http://www.bea.aero/en/enquetes/birmingham.usa.al/birmingham.usa.al.php|title=Flight UP1354 on 14 August 2013 A300-600, registered N155UP|date=August 14, 2013|work=bea.aero|publisher=Bureau of Enquiry and Analysis for Civil Aviation Safety|archive-url=https://archive.today/20130814153033/http://www.bea.aero/en/enquetes/birmingham.usa.al/birmingham.usa.al.php|archive-date=14 August 2013|url-status=dead|access-date=August 14, 2013}}</ref> Members of the [[FBI]] Evidence Response Team also assisted the NTSB.<ref>{{cite news|last=Boxley|first=Mark|title=UPS cargo jet crash probe enters second day|url=https://www.usatoday.com/story/news/nation/2013/08/15/ups-plane-crash-probe-ntsb/2658667/|access-date=August 15, 2013|newspaper=[[USA Today]]|date=August 15, 2013}}</ref> The NTSB stated in late August that no mechanical anomalies had yet been uncovered, but that the complete investigation would take several months.<ref>{{cite news|last=Howard|first=Courtney|title=NTSB: UPS Flight 1354 investigation to span months, no mechanical anomalies with aircraft found so far |url=http://www.avionics-intelligence.com/articles/2013/08/ntsb-ups-flight-aircraft.html|access-date=August 23, 2013|newspaper=[[Avionics Intelligence]]|date=August 21, 2013}}</ref>
On February 20, 2014, the NTSB held a public hearing in connection with its investigation. Excerpts from the CVR were presented, in which both the captain and first officer discussed their lack of sufficient sleep prior to the flight.<ref>{{cite news |url=http://www.cnn.com/2014/02/20/us/alabama-ups-crash/|work=CNN|title=UPS pilots complained of fatigue before fatal crash|date=February 20, 2014|access-date=April 6, 2014|last=Ahlers |first=Mike}}</ref>
During the investigation, the NTSB examined fatigue as a factor in the pilot's decision making during the landing, noting that both pilots had been overly busy during their expected rest period in the hours immediately prior to their flight; conflicting squabbles on rest, between UPS and the [[Independent Pilots Association]], led to the NTSB excluding them from the remainder of the hearing.<ref name=Sleepless>{{Cite news |last=Wald |first=Matthew L. |title=Lack of Sleep Is Ruled Factor in 2013 UPS Plane Crash |work=[[The New York Times]] |date=2014-09-09 |p=A20 |url=https://www.nytimes.com/2014/09/10/us/ups-plane-crash-ntsb.html |url-access=subscription |access-date=2021-02-05 |archive-url=https://web.archive.org/web/20240117014230/https://www.nytimes.com/2014/09/10/us/ups-plane-crash-ntsb.html |archive-date=2024-01-17 |url-status=live}}</ref>
On September 9, 2014, the NTSB announced that the probable cause of the accident was that the aircrew had made an unstabilized approach into [[Birmingham–Shuttlesworth International Airport]]. They failed to adequately monitor their altitude and descended below the [[minimum descent altitude]] when the runway was not yet in sight, resulting in [[controlled flight into terrain]] about {{convert|3300|ft|yd m|sigfig=2|abbr=out}} short of the runway threshold.<ref>{{Cite news|last=Ahlers|first=Mike M.|date=2014-09-09|title=Feds blame pilots, but blast UPS, in Alabama crash|work=CNN|url=https://www.cnn.com/2014/09/09/us/ups-alabama-crash/index.html|access-date=2021-02-05}}</ref>
<blockquote>The NTSB also found that contributing factors in the accident were:<ref name="avsafety.net" /><ref name="NTSB" /><ref name=Sleepless/><ref>{{cite press release |url=https://www.ntsb.gov/news/press-releases/Pages/PR20140909.aspx |title=NTSB Finds Mismanagement of Approach to Airport and Failure to Go-Around Led to Crash of UPS Flight 1354 |publisher=[[National Transportation Safety Board]] |date=September 9, 2014 |archive-url=https://web.archive.org/web/20150303130131/https://www.ntsb.gov/news/press-releases/Pages/PR20140909.aspx |archive-date=March 3, 2015 |access-date=June 29, 2020 |url-status=live }}</ref> #the flight crew's failure to properly configure and verify the flight management computer for the profile approach #the captain's failure to communicate his intentions to the first officer once it became apparent the vertical profile was not captured #the flight crew's expectation that they would break out of cloud at {{convert|1000|ft|m|disp=sqbr|abbr=out}} above ground level [due to incomplete weather information] #the first officer's failure to make the required minimums callouts #the captain's performance deficiencies, likely due to factors including, but not limited to, fatigue, distraction, or confusion, consistent with performance deficiencies exhibited during training #the first officer's fatigue due to acute sleep loss resulting from her ineffective off-duty time management </blockquote>
== Aftermath == [[File:NTSB_board_meeting_on_the_crash_of_UPS_flight_1354_(15167281586).jpg|thumb|NTSB hearing on September 8, 2014]] In 2014, the [[Independent Pilots Association]] filed suit against the FAA to end the cargo airplane exemption from the [[Continuous duty overnight|flight crew minimum rest requirements]].<ref>{{cite news|url=http://www.aviationtoday.com/the-checklist/UPS-Pilots-Fight-FAA-Regulations-After-Fatigue-Crash_82849.html|title=UPS Pilots Fight FAA Regulations After Fatigue Crash|date=August 14, 2014|access-date=August 14, 2014|publisher=Avionics Today|website=www.aviationtoday.com|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304055443/http://www.aviationtoday.com/the-checklist/UPS-Pilots-Fight-FAA-Regulations-After-Fatigue-Crash_82849.html|url-status=dead}}</ref> In 2016, the lawsuit was dismissed by a Washington, DC, court, which determined the FAA had acted reasonably by excluding cargo airlines from the rest requirement based on [[Cost–benefit analysis|cost-benefit analysis]].<ref>{{Cite web|url=https://www.law360.com/articles/776061/dc-circ-nixes-cargo-pilots-challenge-to-faa-fatigue-rule|title=DC Circ. Nixes Cargo Pilots' Challenge To FAA Fatigue Rule - Law360|website=www.law360.com|language=en|access-date=2017-02-10}}</ref>
Bret Fanning, husband of First Officer Shanda Fanning, filed a lawsuit against [[Honeywell Aerospace]] in 2014, alleging that its [[GPWS]] installed on the A300 failed to alert the pilots that their aircraft was dangerously close to the ground.<ref name=":1">{{Cite news|last=|first=|date=August 15, 2013|title=Husband of UPS pilot sues over deadly cargo jet crash|newspaper=Tuscaloosa News|agency=Associated Press|url=http://www.tuscaloosanews.com/news/20140815/husband-of-ups-pilot-sues-over-deadly-cargo-jet-crash|access-date=February 10, 2017}}</ref> Fanning claimed that the GPWS did not sound an alarm until one second after the aircraft began to clip the tops of trees;<ref name=":1" /> however, the NTSB determined from the aircraft's FDR that the GPWS sounded a "sink rate" warning when the aircraft was {{convert|250|ft|m|abbr=on}} above the ground, 8 seconds before the first impact with trees.<ref name="NTSB" />{{rp|7}}
== In popular culture == The events of UPS Airlines Flight 1354 were featured in the 2021 episode "[[List of Mayday episodes#ep190|Deadly Delivery]]", of the Canadian documentary TV series ''[[Mayday (Canadian TV series)|Mayday]]''.<ref name=Mayday>{{Cite episode |title=Deadly Delivery |episode-link=List of Mayday episodes#ep190 |series=Mayday |series-link=Mayday (Canadian TV series) |publisher=[[Cineflix]] |network=[[Discovery (Canada)|Discovery Channel Canada]]<!--- country of origin: other networks and series titles found at the linked articles ---> |season=21 |number=10 |date=2021-06-06}}</ref>
==See also==
*{{anl|Trans-Colorado Airlines Flight 2286}} *{{anl|Flying Tiger Line Flight 066}} *{{anl|Thai Airways International Flight 311}} *{{anl|Pakistan International Airlines Flight 268}} *{{anl|1996 Croatia USAF CT-43 crash}} *{{anl|Korean Air Flight 801}} *{{anl|UPS Airlines Flight 6}} *{{anl|Asiana Airlines Flight 214}} *{{anl|Air India Flight 171}} *{{anl|UPS Airlines Flight 2976}}
==References== {{NTSB}}{{Reflist}}
==External links== {{commons category}} *[[National Transportation Safety Board]] **{{YouTube|id=HYFsw06_f3E|title="Member Robert Sumwalt briefs media on UPS flight 1354 crash in Birmingham, Alabama."}} **{{YouTube|id=Tb57DXKifpU|title="Member Robert Sumwalt holds third press briefing on UPS flight 1354 crash in Birmingham, Alabama."}} **{{YouTube|id=-6HwSeKOWPU|title=Member Robert Sumwalt holds final media brieifing on UPS flight 1354 crash in Birmingham, Alabama.}} *UPS Airlines **"[http://www.ups.com/pressroom/us/press_releases/press_release/Press+Releases/Current+Press+Releases/ci.Statement+on+UPS+Flight+1354.syndication Statement on UPS Flight 1354]." ([https://web.archive.org/web/20130926001736/http://www.ups.com/pressroom/us/press_releases/press_release/Press+Releases/Current+Press+Releases/ci.Statement+on+UPS+Flight+1354.syndication Archive]) **"[http://www.ups.com/content/us/en/about/news/service_updates/20130814_flight1354.html Update on UPS Flight 1354]" ([https://web.archive.org/web/20130817063130/http://www.ups.com/content/us/en/about/news/service_updates/20130814_flight1354.html Archive]) *"[http://www.bea.aero/en/enquetes/birmingham.usa.al/birmingham.usa.al.php Flight UP1354 on August 14, 2013 A300-600, registered N155UP]." [[Bureau of Enquiry and Analysis for Civil Aviation Safety]] ([https://web.archive.org/web/20130921164113/http://www.bea.aero/en/enquetes/birmingham.usa.al/birmingham.usa.al.php Archive]) *"[http://www.airbus.com/newsevents/news-events-single/detail/ups-flight-1354-accident-in-birmingham-alabama-usa/ UPS Flight 1354 accident in Birmingham – Alabama USA]." [[Airbus]] ([https://web.archive.org/web/20130817210924/http://www.airbus.com/newsevents/news-events-single/detail/ups-flight-1354-accident-in-birmingham-alabama-usa/ Archive]) *[http://flightaware.com/live/flight/UPS1354 Flight 1354's flight path on FlightAware] *{{YouTube|V4Tcqn0dzmE|title=ATC from flight UPS 1354 and the accident}} *[https://tailstrike.com/database/14-august-2013-ups-1354/ Cockpit Voice Recorder transcript and accident summary]
{{Aviation accidents and incidents in 2013}} {{Aviation accidents and incidents in the United States in the 2010s}} {{Portal bar|Aviation|United States}} [[Category:Airliner accidents and incidents involving controlled flight into terrain]] [[Category:Aviation accidents and incidents in 2013]] [[Category:Airliner accidents and incidents in Alabama]] [[Category:Aviation accidents and incidents involving the Airbus A300]] [[Category:2013 in Alabama]] [[Category:Aviation accidents and incidents in the United States in 2013]] [[Category:UPS Airlines accidents and incidents|1354]] [[Category:August 2013 in the United States]] [[Category:Aviation accidents and incidents involving cargo aircraft]] [[Category:Airliner accidents and incidents caused by pilot error]] [[Category:Birmingham–Shuttlesworth International Airport]]