Originally Posted by CO777/200

Can someone close this thread?!!!

Originally Posted by uncle beat

The news press loves to print a few scary anecdotes to drum up fear and panic, whether it is in aviation or creating a falsified fuel shortage. The statistics speak for themselves, the DC-10 is great. One of my all-time favorite planes!! Long live the -10.

Originally Posted by uncle beat

The news press loves to print a few scary anecdotes to drum up fear and panic, whether it is in aviation or creating a falsified fuel shortage. The statistics speak for themselves, the DC-10 is great. One of my all-time favorite planes!! Long live the -10.

Originally Posted by FWA2500

there is a great saying....s### happens.

planes crash, there is no avoiding that, and the dc-10 is a good plane. if you want death traps, why not look at single engine GA aircraft? much more prone to crashing than any airliner. not that that is stopping me from flying them.......

Originally Posted by bismarckintlairport

Shouldnt he DC 10 earn the title as "screaming metal death trap with wings"

[edit] Incidents and accidents

The early DC-10s suffered a trying time during the 1970s when a string of notorious incidents and crashes led to a brief grounding by the United States Federal Aviation Administration.

1[edit] Cargo door problem

The outward-opening cargo door design problem was first identified on June 12, 1972, when American Airlines Flight 96 lost its aft cargo door after takeoff from Detroit, Michigan, but the crew was able to perform an emergency landing with no further incident. Before Flight 96 took off, an airport employee had forced the door shut, weakening the locking pin and causing the door to blow out as the plane reached altitude.

Although many carriers voluntarily modified the cargo doors and re-trained their ground crews, there was not yet a mandatory redesign of the system. Severe design problems still persisted with the aircraft's cargo doors, and two years after the American Airlines incident, an almost identical cargo door blow-out caused Turkish Airlines Flight 981 to crash into a forest near the town of Ermenonville shortly after leaving Orly Airport in Paris on March 3, 1974. 346 people were killed in one of the deadliest air crashes of the twentieth century, recorded in Aviation History books as the "Ermenonville air disaster". The circumstances surrounding this crash were similar to those surrounding the previous accident; however, a modified seating configuration on the Turkish aircraft exacerbated the effects of decompression which caused the floor of the aircraft to collapse into the cargo bay. Vents were not present to allow the pressure between the cargo and passenger compartments to equalize. Control cables running through the floor of the plane were severed when the floor collapsed and this rendered the aircraft uncontrollable. In the aftermath of this crash, all DC-10s underwent a mandatory door redesign.

2[edit] American Airlines Flight 191

In 1979, with the cargo door issues resolved, DC-10s (all series) around the world were grounded following the crash of American Airlines Flight 191. Flight 191 lost its number one wing engine after taking off from O'Hare International Airport in Chicago, USA, May 25, 1979.[1] As the engine separated upwards, it ripped through the leading edge of the wing, rupturing hydraulic lines which caused a hydraulic cylinder that locked the port wing slats to fail. As airspeed was reduced per AA emergency climb-out procedures, the slats retracted, the left wing stalled, the plane rolled left and crashed before the flight crew could recover. All 271 people on board, plus two on the ground, were killed in this accident; the worst single plane crash in America.
The United States National Transportation Safety Board (NTSB) officials discovered that a maintenance procedure was the culprit: American Airlines mechanics had removed the engine and its pylon together, rather than removing the engine from the pylon then the pylon from the wing, as recommended by McDonnell Douglas. This was done using a forklift and the pylon was inadvertently cracked in the process. The short-cut procedure, thought to save several man hours on maintenance, was used by three major airlines, although McDonnell Douglas advised against it.^[7] Although McDonnell Douglas was not directly at fault for the pylon separation, it redesigned the DC-10 to allow more redundancies in the hydraulic systems.
The Chicago incident also highlighted a major deficiency in the DC-10 design—its lack of locking flap mechanisms designed to maintain their position in the event of a hydraulic or pneumatic failure. Other wide-body aircraft of the day carried such a feature, but it was omitted from the DC-10. Another deficiency highlighted in the NTSB report was the vulnerable placement of wiring at the leading edge (front) of the wing. When the engine pulled up and over the wing, it tore out these wires, thus rendering inoperable vital warning instruments in the cockpit. Other aircraft of this era typically placed this kind of wiring in the center of the wing, in a less vulnerable position. In addition, only the pilot had a stick-shaker to warn of stalling, as the co-pilot was the one flying the plane, there was no warning that the plane was stalling.

1[edit] United Airlines Flight 232

Another instance of a DC-10 crash was the Flight 232 disaster at Sioux City, Iowa, USA, on July 19, 1989. After the #2 engine (tail engine) suffered an uncontained fan disk failure in flight which ruptured critical hydraulic lines, the crew, led by Captain Al Haynes and assisted by a senior pilot flying as a passenger (Dennis E. "Denny" Fitch), performed an emergency landing by varying remaining engine power to control the plane. Although the aircraft was destroyed with the loss of many lives, the crew flew the aircraft onto the runway in a partially controlled manner and 185 of the 296 people on board survived.
The Sioux City crash concerned investigators because the total loss of hydraulic pressure aboard the DC-10 was considered nearly impossible. The design had lines from all three independent and redundant hydraulic systems in close proximity, directly beneath the #2 (tail) engine. Debris from the #2 fan disk separation failure penetrated all three lines resulting in total loss of control to the elevators, ailerons and rudder.

[edit] Other notable accidents and incidents




Other than the American Airlines, Turkish Airlines and United Airlines crashes well covered by the media and mentioned above, many other DC-10s were lost in different types of accidents. Other notable incidents involved DC-10s.

• 1November 3, 1973 - National Airlines Flight 27, a DC-10-10 experienced an uncontained failure of the right (#3) engine. The cabin was penetrated by engine shrapnel from the engine and lost pressure. One passenger was killed. The crew initiated an emergency descent, and landed the aircraft safely.[2][3]
• 2December 17, 1973 – Iberia DC-10-30 EC-CBN crashed in bad weather at Boston after having hit landing lights on approach.
• 2November 12, 1975 – Overseas National Airways DC-10-30CF N1032F was taking off at New York JFK Airport when it encountered a flock of birds. Take-off was rejected, but the aircraft could not be stopped on the runway. The pilot steered it on a taxiway Z at a speed of 40 knots. The main undercarriage collapsed and the DC-10 came to a halt on the taxiway’s shoulder where it burned out.
• 3January 2, 1976 – Overseas National Airways DC-10-30CF N1031F was operating a Hajj on behalf of Saudia. While the aircraft was on approach to Ankara, Turkey it reportedly suffered engine troubles. The DC-10 made a heavy landing and came off the runway. The trijet was then damaged beyond economical repair.
• 1March 1, 1978 – Continental Airlines DC-10-10 N68045 was destroyed by fire following an aborted take-off at Los Angeles Airport and the collapse of its left main landing gear.
• 2October 31, 1979 – Western Air Lines DC-10-10 N903WA was destroyed by fire at Mexico City after attempting to land on the wrong runway and having crashed into a building.
• 2November 28, 1979 - An Air New Zealand DC-10-30 flew into Mount Erebus in Antarctica during a sight-seeing trip. All 257 on board Air New Zealand Flight 901 were killed. The accident was caused by complex factors not related to the airworthiness of the aircraft.
• 2February 2, 1981 – Pakistan International Airlines DC-10-30 AP-AXE was destroyed in a hangar fire at Karachi, Pakistan.
• 2January 23, 1982 – World Airways DC-10-30CF N113WA was damaged beyond economical repair after touching down late and overrunning the icy runway into Boston harbor. Two people were killed.
• 1September 13, 1982 – Spantax Flight 995 DC-10-30CF EC-DEG was destroyed by fire after an aborted take-off at Malaga, Spain.
• 4December 23, 1983 – Korean Air Cargo Flight 084, DC-10-30CF HL7339 was destroyed after colliding head-on with a Piper PA-31 while taxiing at Anchorage, Alaska. All on board both aircraft survived.[4]
• 3August 10, 1986 – American Trans Air DC-10-40 N184AT was destroyed by fire while parked at Chicago O'Hare with no injuries or loss of life.
• 2January 10, 1987 – Nigeria Airways DC-10-30 5N-ANR caught fire after overshooting the runway at Ilorin International Airport, Nigeria during training flights.
• 2May 21, 1988 – American Airlines DC-10-30 N136AA was damaged beyond repair after overrunning the runway during an aborted take-off at Dallas-Fort Worth International Airport.
• 2July 27, 1989 – Korean Air Flight 803, DC-10-30 HL7328 crashed short of the runway in bad weather at Tripoli, Libya.
• 5September 19, 1989 – UTA Flight 772, DC-10-30 N54629, crashed in Ténéré Desert following an in-flight bomb explosion, claiming the lives of all on board.
• 2December 21, 1992 – Martinair Flight 495 DC-10-30CF PH-MBN crashed while landing in bad weather at Faro, Portugal.
• 2April 14, 1993 – American Airlines DC-10-30 N139AA was damaged beyond repair at Dallas-Fort Worth International Airport during a landing with crosswind. After the aircraft touched down, it drifted off to the runway's right.
• 5April 7, 1994 - FedEx Flight 705, a McDonnell Douglas DC-10-30 N306FE suffered from attempted hijacking. Forty-two year-old FedEx employee Auburn Calloway tried to hijack the plane, but the crew fought him off and returned back to Memphis.
• 1June 13, 1996 – Garuda Indonesia DC-10-30 PK-GIE had just taken off from Fukuoka Airport, Japan when a high-pressure blade from engine n°3 separated. The aircraft was just a few feet above the runway and the pilot decided to abort the take-off. Consequently, the DC-10 skidded off the runway and came to a halt 1,600 ft past it, having lost one of its engines and its landing gear.
• 3September 5, 1996 – FedEx DC-10-10F N68055 was destroyed by fire at Stewart International Airport, Newburgh, NY, following an emergency landing caused by smoke warnings in the maindeck cargo hold.
• 2December 21, 1999 – AOM French Airlines DC-10-30 F-GTDI overran the wet runway at Guatemala City while landing. At the time of the accident, the trijet was operating for Cubana.
• 2April 30, 2000 – DAS Air Cargo DC-10-30F N800WR was damaged beyond repair after overrunning into Lake Victoria while landing at Kampala, Uganda.
• 2January 31, 2001: Japan Airlines Flight 958, bound for Narita International Airport from Gimhae International Airport, nearly collided with another Japan Airlines aircraft. The other aircraft, a Boeing 747, suddenly dived and avoided the Narita-bound DC-10.
• 3December 18, 2003 – FedEx MD-10-10F N365FE was destroyed by fire during landing at Memphis, Tennessee.
• 2April 28, 2004 – Centurion Air Cargo DC-10-30F N189AX hit a pot hole and overran the runway at Bogotá, Colombia. During the overran, n°1 and 3 engines broke off and the aircraft's belly was damaged beyond repair.
• 2July 1, 2005 – Biman Bangladesh Airlines DC-10-30 S2-ADN was damaged beyond repair after the aircraft ran off the runway during landing at Chittagong, Bangladesh.
• 2June 4, 2006 – Arrow Air DC-10-10F N68047 overran the runway while landing at Managua, Nicaragua. The aircraft's front lower fuselage was substantially damaged following the nose landing gear collapse.

2The Air France Concorde crash of 2000 was attributed to a fragment of titanium that fell from the thrust reverser of a Continental Airlines DC-10 that had taken off some four minutes earlier. This fragment was traced to a third party parts replacement which had not been approved by the FAA. A similar incident occurred in the following months when a Northwest Airlines DC-10 lost part of a thrust reverser after departure from Minneapolis-Saint Paul International Airport, also blamed on non-FAA approved parts.<sup>[citation needed

curisty of wikipedia

I DO NOT CLAIM THIS</sup>

Originally Posted by Captain Wahoo

What is "curisty"?