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Federal Express Flight 705


was a domestic flight operated by using a McDonnell Douglas DC-10-30F freighter, registration N306FE, that departed on April 7, 1994, bound for . Shortly after takeoff, Auburn Calloway, a occupying the jump seat and facing imminent termination for poor performance, launched a premeditated on the three-member crew— David Sanders, First Officer James Tucker, and Flight Engineer Andrew Peterson—using two hammers and a to incapacitate them. Calloway's objective was to murder the crew, seize control of the aircraft, and execute a crash into 's headquarters to enable his family to collect on recently purchased policies exceeding $2.5 million. Despite sustaining severe injuries—including skull fractures, lacerations, and arterial damage—the crew fought back ferociously, restraining Calloway after a protracted struggle that involved inverting the DC-10 in a maneuver to dislodge him from the controls. The pilots regained sufficient command to declare an emergency and return the aircraft safely to , where Calloway was apprehended and later convicted on charges including and air piracy, receiving two life sentences. The incident underscored the vulnerabilities of security in operations prior to enhancements and highlighted the crew's extraordinary resilience in averting a potential mass-casualty .

Background

Involved Individuals

The flight crew of Federal Express Flight 705 consisted of three experienced pilots operating the McDonnell Douglas DC-10-30F freighter. Captain David G. Sanders, aged 49, served as the aircraft commander with significant prior service at . First Officer James M. Tucker Jr., aged 42, was a former U.S. flight combat instructor who held check airman qualifications on the DC-10 type at . Flight Engineer Andrew H. Peterson, aged 39 and also known as Andy Peterson, managed the engineering systems during the flight. Auburn Calloway, aged 42, was the perpetrator of the hijacking attempt. A flight engineer facing imminent termination due to repeated policy violations, including unauthorized flight deck access and falsified records, Calloway boarded the aircraft as an off-duty "deadhead" passenger intending to disguise himself among the crew before attacking. A alumnus and former U.S. pilot with expertise in , he carried concealed hammers and spearguns to incapacitate the crew and seize control for a suicide crash into headquarters in , motivated partly by claims exceeding $2.5 million on his family's policies.

Aircraft and Flight Plan

Federal Express Flight 705 operated using a McDonnell Douglas DC-10-30F freighter , registered as N306FE. This wide-body model, adapted for cargo operations, featured a of approximately 182 feet, a wingspan of 155 feet, and three CF6-50C2B engines, enabling it to carry substantial payloads over intercontinental distances. The flight was a scheduled domestic cargo service departing from (MEM) in , with a planned destination of Norman Y. Mineta San Jose International Airport (SJC) in . The route covered roughly 1,800 nautical miles, primarily over the central and , transporting electronics equipment as part of FedEx's standard freight network. The planned cruising altitude was around 30,000 feet, following standard for the cargo sector.

Motive and Preparation by the Hijacker

Auburn R. Calloway, a , faced termination proceedings due to falsified records of his flight hours, with a disciplinary hearing set for April 8, 1994. This professional jeopardy, compounded by personal financial strains, motivated him to orchestrate a violent of a Federal Express to stage a fatal crash disguised as an accident. Calloway aimed to the flight crew, pilot the DC-10 into the ocean, and perish in the impact, ensuring his family could collect roughly $2.5 million in benefits he had recently augmented. In preparation, Calloway selected blunt and piercing weapons suited for rapid incapacitation in the confined environment: multiple hammers for crushing skull trauma, a for penetrating wounds, and a for slashing. He concealed these implements inside a guitar case to evade pre-boarding scrutiny, exploiting his status as an internal employee. On April 7, 1994, Calloway positioned himself as a passenger on Flight 705, a cargo DC-10 departing for , timing the assault for shortly after takeoff when the crew would be most vulnerable and the aircraft over open water. Investigators uncovered premeditation through Calloway's pre-incident actions, including the of weapons and composition of farewell notes to family expressing suicidal resolve while omitting any demands that might alert authorities. Although Calloway later claimed during his 1995 trial an intent to for rather than crew and , the absence of communication equipment or preparations, alongside the lethality of his and maneuvers, aligned with prosecutorial evidence of a murder-suicide scheme.

The Hijacking Attempt

Departure and Initial Attack

Federal Express Flight 705, operated by a McDonnell Douglas DC-10-30F (N306FE), departed on April 7, 1994, at approximately 2:57 p.m. CDT, bound for with a scheduled arrival around 5:30 p.m. PDT. The flight crew included Captain David Sanders, First Officer James Tucker, and Michael "Andy" Peterson, all experienced pilots. Auburn Calloway, a facing imminent termination, boarded as a non-revenue jumpseater in the . The departure and initial climb proceeded routinely, with the aircraft reaching 19,000 feet about 26 minutes after takeoff. Calloway, seated in the jumpseat, excused himself to retrieve items from his belongings stored in the main cabin, which included a containing two hammers, a with three spears, and a . Upon returning to the cockpit, he launched a sudden , striking Flight Engineer Peterson multiple times in the head and arms with one of the hammers. Calloway then turned on Sanders and First Tucker, bludgeoning them repeatedly with the hammers in an attempt to incapacitate the crew. The initial attack caused severe head trauma and fractures to all three crew members, with Peterson suffering the most critical injuries including a shattered . Calloway briefly paused to fetch the from the cabin, firing one spear into Peterson's arm during the ongoing struggle.

Crew Resistance and Struggle for Control

As Auburn Calloway entered the cockpit approximately 26 minutes after takeoff on April 7, 1994, at an altitude of about 19,000 feet, he immediately assaulted flight engineer Andrew H. Peterson with a , striking him repeatedly on the head. Peterson resisted by with Calloway and redirecting a subsequent speargun discharge away from vital areas, while first officer James M. Tucker Jr. seized the flight controls despite sustaining severe skull fractures that embedded bone fragments into his . Captain David G. Sanders, also struck multiple times, joined the fray, leading to a chaotic physical confrontation confined largely to the cockpit and forward cabin. Tucker executed aggressive flight maneuvers to disrupt Calloway's attacks, initiating a steep climb followed by a high bank angle roll—reportedly inverting the McDonnell Douglas DC-10-30F at times—and a subsequent dive exceeding 600 mph, which temporarily stalled the engines and forced the aircraft down to around 5,000 feet before partial recovery. These tactics, combined with the crew's use of improvised weapons such as scalding coffee from pots and the fire axe retrieved from its compartment, hindered Calloway's mobility and prevented him from accessing the controls or completing his intent to crash the plane. Peterson, suffering skull fractures and temporal artery lacerations, and Sanders, with head lacerations, a dislocated jaw, and a nearly severed ear, continued wrestling Calloway despite profuse bleeding and disorientation, eventually subduing him after a struggle lasting over 90 minutes. With Calloway restrained using available restraints including the speargun spear and cockpit straps, the crew stabilized the aircraft by engaging the , assessed their critical injuries, and declared an emergency for return to . The struggle inflicted life-altering on all three crew members, rendering them unable to resume flying duties, but their coordinated resistance averted the hijacker's plan to execute a suicidal crash into headquarters.

Recovery of Aircraft Control and Emergency Landing

Despite sustaining severe injuries—including multiple skull fractures to First Officer James Tucker and Flight Engineer Andy Peterson, and head lacerations to Captain David Sanders—the crew fought back against Auburn Calloway, with Peterson wresting away the and Sanders disarming him of the hammers. Tucker, operating from the with one functional arm and leg, engaged the and executed evasive maneuvers, including a steep climb followed by a roll and a near-inverted dive that pushed the DC-10's speed beyond 600 mph to unbalance Calloway and prevent further interference with flight controls. The crew eventually forced Calloway from the into the cabin, where they subdued him by pinning him with physical force and holding a to his while Sanders retrieved a to strike back. With Calloway temporarily incapacitated, Sanders assumed manual control of the aircraft, which had climbed erratically to around 9,000 feet during the struggle, stabilizing it at approximately 5,000 feet after the dive. Captain Sanders declared an emergency to approximately 30 minutes after takeoff, reporting the attempt and requesting vectors back to , which was about 43 miles away at their 12 o'clock position; controllers cleared the flight for any and mobilized security and medical teams. Additional steep banks and rolls were performed en route to ensure Calloway remained off-balance and unable to break free. On April 7, 1994, the aircraft landed safely on runway 36 at Memphis International Airport without time to jettison fuel, exceeding the maximum landing weight by 16,000 kg (35,000 lb); the DC-10 stopped with no tire blowouts and ample runway remaining, after which emergency vehicles surrounded the plane and the crew evacuated via the escape slide. Calloway was secured by authorities upon extraction, having sustained comparatively minor injuries during the confrontation.

Immediate Response and Aftermath

Injuries Sustained by the

The of Federal Express Flight 705 sustained severe blunt force and penetrating injuries during the hijacker's using two hammers and a . David Sanders received multiple blows to the head, resulting in temporary loss of vision in his left eye. First James Tucker endured the most extensive injuries, including severe fractures to the left side of his , a dislocated , and of his right with the , which caused damage and subsequent motor control deficits in his right and leg, along with partial paralysis on his right side and permanent vision loss in one eye. Mark Gardner was stabbed in the with a spear from the and also suffered head from strikes. These injuries, documented in federal court proceedings and corroborated by post-incident medical evaluations, required extensive treatment, including surgery for to address skull fractures and neurological damage; all crew members experienced long-term physical and psychological effects, such as and impaired function, despite their ability to regain control of the aircraft and execute an . The attack's ferocity—inflicted in the confined space shortly after takeoff on April 7, 1994—left the crew with life-altering wounds that underscored the intensity of their resistance against the hijacker.

Arrest and Initial Investigation

Upon the McDonnell Douglas DC-10's emergency landing at on April 7, 1994, the flight crew restrained Auburn Calloway using seatbelt extenders and flex cuffs after subduing him during the onboard struggle. Calloway, who had inflicted severe injuries on himself and the crew with hammers and a , was removed from the aircraft by emergency responders and transported to a local for treatment of his wounds. Calloway was formally arrested on April 10, 1994, once medically cleared for custody, by authorities including the FBI. He faced initial charges of assaulting an crew in flight, a federal offense under 18 U.S.C. § 113, stemming from his attack on the captain, first officer, and shortly after takeoff. The FBI spearheaded the initial investigation, classifying the incident as an attempted aircraft piracy motivated by Calloway's personal financial distress and imminent termination from . Authorities recovered hammers, a , knives, and a guitar case used to conceal the weapons, confirming premeditation. Interviews with personnel revealed Calloway had been under internal scrutiny for falsifying flight hours to qualify for pilot training and omitting a prior dismissal from another on his application, with a disciplinary hearing scheduled for April 8, 1994. Further probes uncovered that Calloway had recently increased his coverage to $2.5 million, intending to crash the DC-10 into headquarters in to stage an "accidental" death benefiting his family, bypassing a policy suicide exclusion. The deferred detailed analysis to the FBI, noting the event as deliberate criminal interference rather than an aviation accident.

Medical and Rescue Operations

Upon the emergency landing of Federal Express Flight 705 at on April 7, 1994, had been alerted to the onboard violence, prompting an immediate mobilization of , paramedics, and . Paramedics boarded the aircraft shortly after it came to a stop, where they encountered a scene of extensive bloodshed covering the interior, including the ceiling and floors, and assisted in securing the subdued hijacker Auburn Calloway with before prioritizing the crew's evacuation. The three crew members—Captain , First Officer James Tucker, and Andrew Peterson—were transported by to nearby hospitals for urgent care, as their injuries from the assault included life-threatening such as skull fractures and deep lacerations. Sanders underwent to reattach his nearly severed right and treat multiple head gashes, while Tucker and Peterson received interventions for severe skull fractures; Tucker specifically faced prolonged rehabilitation and multiple operations to address resulting deficits in his right arm and leg. Despite the gravity of their wounds, classified by investigators as two serious and one minor among the crew, all survived due to the rapid response and advanced care available.

Legal and Investigative Outcomes

Federal Investigation and NTSB Report

The (NTSB) conducted an investigation into the incident as an aviation occurrence under its jurisdiction for unlawful interference with flight operations. The NTSB's final report, released following the April 7, 1994, event, classified the sequence as a loss of control during climbout, with the underlying reason undetermined due to its criminal nature. The agency explicitly deferred probable cause determination to the (FBI), noting that the occurrence stemmed from intentional criminal acts by off-duty Auburn Calloway, who assaulted the crew with hammers and attempted to manipulate flight controls. No aviation safety recommendations were issued, as the report emphasized the isolated intent of the perpetrator rather than systemic deficiencies in design, maintenance, or operational procedures. The FBI led the federal , treating the event as an attempted piracy under 49 U.S.C. § 1472(i) and with flight crew members. Agents recovered key from the , including multiple hammers, a , and a note in Calloway's possession listing the names of the three targeted crew members, corroborating premeditated assault. Further probes revealed Calloway's motive rooted in financial desperation: facing imminent termination for falsifying flight hours on his résumé, he had recently increased his coverage to $2.5 million and intended to crash the DC-10 into company headquarters in , simulating an accident to benefit his family. The FBI coordinated with the NTSB to analyze voice recordings, flight data, and the crew's recovery maneuvers, which confirmed the pilots' successful restraint of Calloway and execution of an emergency diversion back to despite severe injuries and erratic flight path excursions exceeding 400 feet in altitude deviation. These findings supported federal indictments against Calloway, with no of broader or external involvement uncovered.

Trial and Sentencing of Auburn Calloway

Auburn Calloway was indicted in federal court in , on charges including attempted aircraft under 49 U.S.C. § 1472(i) and interference with flight crew members by assault under 49 U.S.C. § 1472(j). The trial began in early 1995, with prosecutors presenting evidence from the cockpit voice recorder, survivor testimonies detailing the violent attack with hammers and a , and Calloway's pre-planned and weapons hidden in a guitar case. Calloway's defense argued temporary insanity, citing his financial distress from failed investments and perceived impending job termination at , but psychiatric evaluations and the premeditated nature of the plot— including intent to crash the aircraft into the hub to martyr himself and benefit his family via insurance—undermined this claim. On March 31, 1995, a federal convicted Calloway of attempted air after deliberating for less than two hours, rejecting the due to evidence of rational planning and execution. He was also convicted of interference with the flight crew. At sentencing on August 11, 1995, U.S. District Judge Julia Gibbons imposed two consecutive life sentences without parole, emphasizing the premeditated violence that nearly resulted in mass casualties on the ground. The sentences reflected federal guidelines for the severity of the offenses, with the air piracy count carrying a mandatory minimum of 20 years but escalated to life given the aggravating factors of multiple attempted murders.

Appeals and Prison Status

Calloway appealed his convictions and sentences to the United States Court of Appeals for the Sixth Circuit, raising issues including the denial of an , evidentiary rulings, and sentencing errors. In United States v. Calloway, 116 F.3d 1129 (6th Cir. 1997), the court affirmed the and life sentence for attempted aircraft under 49 U.S.C. § 1472(i) but vacated the separate for interference with flight crew members under 49 U.S.C. § 1472(j), holding it to be a lesser included offense of the piracy charge, with no impact on the overall sentence. The United States Supreme Court denied in 1998, upholding the Sixth Circuit's decision. Calloway has filed multiple subsequent motions and appeals, including habeas corpus petitions challenging the validity of his conviction and requests for sentence reduction or compassionate release, all of which have been denied. In early 2024, he submitted a motion citing three grounds: a request for sentence reduction, claims of new evidence undermining his conviction, and compassionate release due to health concerns; the motion was denied, consistent with prior rejections. He has also written letters seeking a presidential pardon, including to former President Donald Trump, but no clemency has been granted. As of 2024, Calloway, Federal Register Number 14601-076, continues to serve his concurrent life sentences without possibility of parole at the , a high-security facility in .

Broader Impacts

Recognition of Crew Heroism

The crew of Federal Express Flight 705—Captain David Sanders, First Officer James Tucker, and Flight Engineer Andrew Peterson—received widespread recognition for their extraordinary bravery in subduing the attacker, Auburn Calloway, despite sustaining severe injuries including fractures, stab wounds, and blows, which enabled them to regain of the and execute an at on April 7, 1994. On May 26, 1994, the Air Line Pilots Association (ALPA) awarded Sanders, Tucker, and Peterson its Gold Medal for Heroism, the organization's highest honor for civilian pilots, citing their "superhuman efforts" in defending the and preventing a catastrophic amid life-threatening violence at altitude. In June 1995, the crew was further honored with the Order of Daedalians' Lieutenant General Harold L. Civilian Airmanship , presented for exemplary airmanship and courage in overcoming an armed assault to ensure the safety of the flight.

Reforms in Aviation Security and Employee Screening

The attempted of Federal Express Flight 705 exposed critical gaps in pre-1994 aviation security practices, particularly the ease with which an off-duty employee could board a flight via the jumpseat and introduce concealed weapons without detection. Auburn Calloway, facing imminent termination for falsifying flight hours, exploited his status to carry hammers and a in a guitar case, bypassing passenger-style screening that did not extend to trusted personnel. This incident exemplified broader vulnerabilities to "insider threats" from disgruntled employees with airside access, where basic hiring background checks and FAA medical certifications failed to identify risks like financial desperation or psychological instability. While no federal regulations on employee screening were enacted directly in response, the event amplified industry calls for proactive measures, including enhanced psychological fitness assessments, ongoing behavioral monitoring, and random access controls for badged workers. Pre-9/11 efforts remained limited, with airlines relying on self-reported data and ad hoc disciplinary processes, but Flight 705 joined incidents like the 1987 PSA Flight 1771 in underscoring the need for vetting beyond initial employment. Post-incident analyses by bodies like the NTSB emphasized crew resilience but indirectly highlighted screening deficiencies, as Calloway's prior performance issues had not triggered preemptive intervention. reportedly intensified internal oversight of employee flight logs and disciplinary flags to prevent similar escalations, though details remain proprietary. The crew's successful physical resistance—despite severe injuries—further catalyzed reforms in crew preparedness, demonstrating that unarmed flight personnel could repel attackers through improvised tactics like inverting the aircraft. This informed advocacy for training and arming pilots, contributing to the 2003 Federal Flight Deck Officer Program under the Arming Pilots Against Terrorism Act, which trained over 10,000 pilots to carry firearms in the cockpit by 2011. Overall, Flight 705 shifted focus toward holistic threat mitigation, blending screening with defensive capabilities, though systemic employee reforms awaited the TSA's 2001 mandate for criminal history checks and of airport workers.

Long-term Effects on Survivors

The crew members of Federal Express Flight 705—Captain David G. Sanders, First Officer James M. Tucker Jr., and Flight Engineer Andrew H. Peterson—sustained grievous injuries during the April 7, 1994, attack, including multiple skull fractures, deep lacerations, and significant blood loss, which imposed permanent physical limitations. These injuries precluded their return to commercial aviation, effectively terminating their professional flying careers at FedEx. Tucker experienced particularly profound neurological damage, including a depressed skull fracture penetrating the brain, a subsequent , partial right-side , loss of fine motor skills and sensation, and initial cognitive deficits requiring years of therapy to relearn basic functions like speech and reading. His neurologist deemed him permanently unfit for airline operations, though he later qualified for recreational flying under regulations starting in 2004, using a Luscombe 8A for local flights and training his son. Sanders and Peterson similarly faced career-ending repercussions from head trauma and other wounds, with Peterson unable to regain commercial certification. The survivors maintained lifelong camaraderie, periodically reuniting to commemorate the incident, but their pre-attack trajectories in were irrevocably altered.

Depictions in Media

The attempted hijacking of Federal Express Flight 705 has been portrayed in the documentary-style television series Air Crash Investigation (also broadcast as Mayday: Air Disasters), specifically in the episode titled "," which originally aired in 2005 as part of season 3. The episode dramatizes the attack by Auburn Calloway on the flight crew, their physical resistance, and the emergency landing at , drawing on interviews, recreations, and official investigation details to reconstruct the events of April 7, 1994. A firsthand account appears in the 1997 book Hijacked: The True Story of the Heroes of Flight 705, authored by survivor and captain Dave Hirschman with co-authors. The narrative details the crew's confrontation with Calloway, their injuries—including severe fractures and spear-gun wounds—and the physiological and psychological aftermath, emphasizing the pilots' and in subduing the assailant without loss of life. No theatrical films or major motion pictures have depicted the incident, though online discussions have speculated on its potential for cinematic adaptation due to the crew's heroism amid the confined cockpit violence. Audio recreations of air traffic control communications have circulated on platforms like , often paired with narrated timelines for educational purposes.

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