Editing McDonnell Douglas DC-10 (section)

==Accidents and incidents==
As of February 2025, the DC-10 had been involved in 55 [[aviation accidents and incidents|accidents and incidents]],<ref>[http://aviation-safety.net/database/dblist.php?Type=352 "McDonnell Douglas DC-10 incidents."] {{Webarchive|url=https://web.archive.org/web/20081202135601/http://aviation-safety.net/database/dblist.php?Type=352 |date=December 2, 2008}} ''Aviation-Safety.net'', May 10, 2015. Retrieved: May 12, 2015.</ref> including 32 [[hull-loss]] accidents,<ref>[http://aviation-safety.net/database/dblist.php?field=typecode&var=352%&cat=%1&sorteer=datekey&page=1 "McDonnell Douglas DC-10 hull-losses."] {{Webarchive|url=https://web.archive.org/web/20081202135612/http://aviation-safety.net/database/dblist.php?field=typecode&var=352%&Cat=%1&sorteer=datekey&page=1 |date=December 2, 2008}} ''Aviation-Safety.net'', May 10, 2015. Retrieved: May 12, 2015.</ref> with 1,261 occupant fatalities.<ref name=AS_DC-10_stats>[http://aviation-safety.net/database/type/type-stat.php?type=352 "McDonnell Douglas DC-10 Statistics."] {{Webarchive|url=https://web.archive.org/web/20110727182839/http://aviation-safety.net/database/type/type-stat.php?type=352 |date=July 27, 2011}} ''Aviation-Safety.net'' May 10, 2015. Retrieved: May 12, 2015.</ref> Of these accidents and incidents, it has been involved in nine [[aircraft hijacking|hijackings]] resulting in one death and a [[UTA Flight 772|bombing]] resulting in 170 occupant fatalities.<ref name=AS_DC-10_stats/> Despite its poor safety record in the 1970s, which gave it an unfavorable reputation,<ref name=ancpress_Survive>Hopfinger, Tony. [https://web.archive.org/web/20070312222439/http://www.anchoragepress.com/newarchives/feature1vol12ed43.html "I Will Survive: Laurence Gonzales: 'Who Lives, Who Dies, and Why'."] ''[[Anchorage Press]]'', October 23–29, 2003. Retrieved: August 27, 2009.</ref> the DC-10 has proved to be a reliable aircraft with a low overall accident rate as of 1998.<ref name=Endres_p109>{{harvnb|Endres|1998|p=109}}</ref> The DC-10's initially poor safety record has continuously improved as design flaws were rectified and fleet hours increased.<ref name=Endres_p109/> The DC-10's lifetime safety record is comparable to similar second-generation passenger jets as of 2008.<ref>[http://www.boeing.com/news/techissues/pdf/statsum.pdf "Statistical Summary of Commercial Jet Airplane Accidents (1959–2008)."] {{Webarchive|url=https://web.archive.org/web/20030915090234/http://www.boeing.com/news/techissues/pdf/statsum.pdf |date=September 15, 2003}} ''Boeing.'' Retrieved: January 11, 2010.</ref>

===Cargo-door problem===
{{main|American Airlines Flight 96|Turkish Airlines Flight 981}}
The DC-10 has cargo doors that open outward; this allows the cargo area to be completely filled, as the doors do not occupy otherwise usable interior space when open. To overcome the outward force from [[pressurization]] of the fuselage at high altitudes, outward-opening doors must use heavy locking mechanisms. In the event of a door lock malfunction, there is greater potential for [[explosive decompression]].<ref name=waddington_p85-6>{{harvnb|Waddington|2000|pp=85–86}}</ref>

On June 12, 1972, [[American Airlines Flight 96]] lost its [[aft]] cargo door above [[Windsor, Ontario]]. Before takeoff, the door appeared secure, but the internal locking mechanism was not fully engaged. When the aircraft reached approximately {{convert|11750|ft|m}} in altitude, the door blew out, and the resulting explosive decompression collapsed the cabin floor.<ref name=aci>"Behind Closed Doors". ''Air Crash Investigation, Mayday (TV series)''. [[National Geographic Channel]], Season 5, Number 2.</ref> Many control cables to the [[empennage]] were cut, leaving the pilots with very limited control of the aircraft.<ref name=fielder_birsch_p94>{{harvnb|Fielder|Birsch|1992|p=94}}</ref><ref>[http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR73-02.pdf "NTSB-AAR-73-02 Report, Aircraft Accident Report: American Airlines, Inc. McDonnell Douglas DC-10-10, N103AA. Near Windsor, Ontario, Canada. June 12, 1972"] {{Webarchive|url=https://web.archive.org/web/20171025060546/http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR73-02.pdf |date=October 25, 2017}}. ''[[National Transportation Safety Board]]'', Washington, DC, February 28, 1973.</ref> Despite this, the crew performed a safe emergency landing.{{sfn|Waddington|2000|p=67}} U.S. [[National Transportation Safety Board]] (NTSB) investigators found the cargo-door design to be dangerously flawed, as the door could be closed without the locking mechanism fully engaged, and this condition was not apparent from visual inspection of the door nor from the cargo-door indicator in the cockpit. The NTSB recommended modifications to make it readily apparent to baggage handlers when the door was not secured and also recommended adding vents to the cabin floor so that the pressure difference between the cabin and cargo bay during decompression could quickly equalize without causing further damage.<ref name=aci /><ref name="fielder 3">{{harvnb|Fielder|Birsch|1992|p=3}}</ref> Although many carriers voluntarily modified the cargo doors, no [[airworthiness directive]] was issued, due to a [[gentlemen's agreement]] between the head of the FAA, [[John H. Shaffer]], and the head of McDonnell Douglas's aircraft division, Jackson McGowen.<ref>{{Cite news |last=Witkin |first=Richard |date=1974-03-27 |title=Change on DC-10 Called Optional |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/1974/03/27/archives/change-on-dc10-called-optional-faa-aide-says-an-accord-with-builder.html |access-date=2023-10-31 |issn=0362-4331 |archive-date=October 31, 2023 |archive-url=https://web.archive.org/web/20231031151352/https://www.nytimes.com/1974/03/27/archives/change-on-dc10-called-optional-faa-aide-says-an-accord-with-builder.html |url-status=live}}</ref> McDonnell Douglas made some modifications to the cargo door, but the basic design remained unchanged, and problems persisted.<ref name=aci /><ref name="fielder 45">{{harvnb|Fielder|Birsch|1992|pp=4–5}}</ref>

On March 3, 1974, in an accident circumstantially similar to American Airlines Flight 96, a cargo-door blowout caused [[Turkish Airlines Flight 981]] to crash near [[Ermenonville]], France,<ref name=aci /><ref name="fielder 5">{{harvnb|Fielder|Birsch|1992|p=5}}</ref> in the deadliest air crash in history at the time—346 passengers and crew died.<ref>[https://news.google.com/newspapers?nid=888&dat=19740304&id=p-tRAAAAIBAJ&sjid=RnMDAAAAIBAJ&pg=4842,3446994 "Plane crash in France kills 346"] {{Webarchive|url=https://web.archive.org/web/20191213002438/https://news.google.com/newspapers?nid=888&dat=19740304&id=p-tRAAAAIBAJ&sjid=RnMDAAAAIBAJ&pg=4842%2C3446994 |date=December 13, 2019}}. ''St. Petersburg Times'', March 4, 1974. Retrieved: May 30, 2012.</ref> The cargo door of Flight 981 had not been fully locked, though it appeared so to both cockpit crew and ground personnel. The Turkish aircraft had a seating configuration that exacerbated the effects of decompression, and as the cabin floor collapsed into the cargo bay, control cables were severed and the aircraft became uncontrollable.<ref name=aci /> Investigators found that the DC-10's relief vents were not large enough to equalize the pressure between the passenger and cargo compartments during explosive decompression.<ref name=TA_Flt_981>[http://www.aaib.gov.uk/sites/aaib/cms_resources/8-1976%20TC-JAV.pdf "Turkish Airlines DC-10, TC-JAV. Report on the accident in the Ermenonville Forest, France on March 3, 1974"] {{Webarchive|url=https://web.archive.org/web/20090316163103/http://www.aaib.gov.uk/sites/aaib/cms_resources/8-1976%20TC-JAV.pdf |date=March 16, 2009}}. ''UK Air Accidents Investigation Branch (AAIB)'', February 1976.</ref> Following this crash, a special subcommittee of the [[United States House of Representatives]] investigated the cargo-door issue and the certification by the [[Federal Aviation Administration]] (FAA) of the original design.<ref name=Endres_p55/> An airworthiness directive was issued, and all DC-10s underwent mandatory door modifications.<ref name=Endres_p55>{{harvnb|Endres|1998|p=55}}</ref> The DC-10 experienced no more major incidents related to its cargo door after FAA-approved changes were made.<ref name=aci />

===Engine-related accidents===
{{main|American Airlines Flight 191|United Airlines Flight 232}}
On May 25, 1979, [[American Airlines Flight 191]] crashed immediately after [[takeoff]] from [[Chicago O'Hare Airport]].<ref name=ASN-AA191/> Its left engine and [[aircraft pylon|pylon]] assembly swung upward over the top of the wing, severing the [[leading edge slat]] actuator hydraulic lines. The slats retracted under the [[aerodynamic force]]s, causing the left wing to [[Stall (fluid dynamics)|stall]]. This, combined with [[asymmetric thrust]] due to the missing engine, caused the aircraft to rapidly roll to the left, descend, and crash, killing all 271 people on board and two on the ground.<ref name=Endres_p62>{{harvnb|Endres|1998|p=62}}</ref> Following the crash, the FAA withdrew the DC-10's [[type certificate]] on June 6, 1979, grounding all U.S.-registered DC-10s and those from nations with agreements with the United States, and banning all DC-10s from U.S. airspace.<ref>{{cite web |url= https://lessonslearned.faa.gov/American191/AvWeek%20-%20Certificate%20lifted.pdf |title= DC-10 Type Certificate Lifted |magazine= Aviation Week |date= June 11, 1979 |first= David M. |last= North |access-date= September 17, 2020 |archive-date= April 20, 2021 |archive-url= https://web.archive.org/web/20210420223649/https://lessonslearned.faa.gov/American191/AvWeek%20-%20Certificate%20lifted.pdf |url-status= live}}</ref><ref name="fielder 78">{{harvnb|Fielder|Birsch|1992|pp=7–8}}</ref> These measures were rescinded five weeks later on July 13, 1979, after the slat actuation and position systems were modified, along with stall warning and power supply changes.<ref name=AAR79-17>{{cite web |url= http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR79-17.pdf |title= Aircraft Accident report, DC-10-10, N110A |publisher= NTSB |date= December 21, 1979 |access-date= September 24, 2009 |archive-date= January 29, 2019 |archive-url= https://web.archive.org/web/20190129200349/http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR79-17.pdf |url-status= live}}</ref><ref name=Endres_p63-4>{{harvnb|Endres|1998|pp=63–64}}</ref> In November 1979, the FAA fined American Airlines for removing the engine and its pylon as a single unit in its maintenance procedure, thus damaging the structure and causing the engine separation, rather than removing the engine from the pylon before removing the pylon from the wing as advised by McDonnell Douglas.<ref name=AAR79-17/><ref name=ASN-AA191>{{cite web |url= http://aviation-safety.net/database/record.php?id=19790525-2 |title= Aircraft accident McDonnell Douglas DC-10-10 N110AA Chicago-O'Hare International Airport, IL (ORD) |work= Aviation Safety network |date= September 16, 2020 |access-date= May 29, 2007 |archive-date= January 10, 2011 |archive-url= https://web.archive.org/web/20110110032908/http://aviation-safety.net/database/record.php?id=19790525-2 |url-status= live}}</ref>

On July 19, 1989, [[United Airlines Flight 232]] crashed at [[Sioux City, Iowa]], after an [[uncontained engine failure]] of the tail engine earlier in the flight disabled all hydraulic systems and rendered most flight controls inoperable. The flight crew, assisted by a [[Deadheading (employee)|deadheading]] DC-10 flight instructor, performed a partially controlled emergency landing by constantly adjusting the thrust of the remaining two engines; 184 people on board survived, but 112 others died, and the aircraft was destroyed.<ref name=ntsb_AAR-90-06/> The DC-10 was designed without backup flight controls because it was considered extremely improbable that all hydraulic systems would fail. However, due to their close proximity under the tail engine, the engine failure ruptured all three, resulting in a total loss of control of the elevators, ailerons, spoilers, horizontal stabilizers, rudder, flaps, and slats.<ref name=ntsb_AAR-90-06>"NTSB/AAR-90/06, Aircraft Accident Report United Airlines Flight 232, McDonnell Douglas DC-10-40, Sioux Gateway Airport, Sioux City, Iowa, July 19, 1989" [https://www.ntsb.gov/investigations/summary/AAR9006.html summary] {{Webarchive|url=https://web.archive.org/web/20220118071600/https://www.ntsb.gov/investigations/summary/AAR9006.html |date=January 18, 2022}}, {{usurped|[https://web.archive.org/web/20110104033524/http://www.airdisaster.com/reports/ntsb/AAR90-06.pdf report]}}. ''NTSB'', November 1, 1990.</ref><ref name="fielder 910">{{harvnb|Fielder|Birsch|1992|pp=9–10}}</ref> Following the accident, [[Fuse (hydraulic)|hydraulic fuses]] were installed in the #3 hydraulic system below the tail engine on all DC-10 aircraft to ensure that sufficient control remains if all three hydraulic systems are damaged in this area.<ref name=NTSB_Letter_2003>[https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20020510X00653&ntsbno=WAS02RA037&akey=1 "WAS02RA037, NTSB Factual Report"] {{Webarchive|url=https://web.archive.org/web/20181122005648/https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20020510X00653&ntsbno=WAS02RA037&akey=1 |date=November 22, 2018}}. ''NTSB''.</ref><ref name="fielder 10">{{harvnb|Fielder|Birsch|1992|p=10}}</ref>

===Other accidents with fatalities===
* November 3, 1973: [[National Airlines Flight 27]], a DC-10-10 cruising at {{convert|39,000|ft|m}}, experienced an uncontained failure of the right engine. One cabin window separated from the fuselage after it was struck by debris flung from the exploding engine. The passenger sitting next to that window was killed and ejected from the aircraft. The crew initiated an emergency descent and landed the aircraft safely.<ref name="job">{{cite book|first=Mcarthur|last=Job |title=Air Disaster |volume=1| publisher=Aerospace Publications Pty Ltd |year=1994 |isbn=1-875671-11-0}}</ref>
* March 1, 1978: [[Continental Airlines Flight 603]], a DC-10-10, commenced a takeoff from [[Los Angeles International Airport]] when the [[Tire#Retreading|recapped]] tread of a tire on the left main landing gear separated, causing the blowout of two adjacent tires, which ruptured a fuel tank. This, combined with excessive heat from the rejected takeoff, resulted in a massive fire. Two passengers were killed in the ensuing evacuation and two died later from injuries sustained in the accident.<ref>{{ASN accident|id=19780301-0|accessdate=November 23, 2020|title=N68045}}</ref>
* October 31, 1979: [[Western Airlines Flight 2605]], a DC-10-10, collided with construction equipment after landing on a closed runway at Mexico City International Airport, killing 72 of the 88 people on board and one person on the ground. The crash was caused by failure to follow proper landing guidelines in consideration of the fog on the runway.<ref>{{cite web|url=https://aviation-safety.net/database/record.php?id=19791031-0|title=Accident description|website=Aviation-safety.net|access-date=January 24, 2017|archive-date=February 2, 2017|archive-url=https://web.archive.org/web/20170202040353/https://aviation-safety.net/database/record.php?id=19791031-0|url-status=live}}</ref>
* November 28, 1979: [[Air New Zealand Flight 901]], DC-10-30 ZK-NZP, crashed into [[Mount Erebus]] on [[Ross Island]], Antarctica during a sightseeing flight over the continent, killing all 257 on board. The accident was caused by the flight coordinates being altered without the flight crew's knowledge, combined with unique Antarctic weather conditions.<ref>{{cite encyclopedia |first= Nancy |last= Swarbrick |title= Air crashes – The 1979 Erebus crash |encyclopedia= Te Ara – the Encyclopedia of New Zealand |date= July 13, 2012 |url= http://www.teara.govt.nz/en/air-crashes/page-5 |access-date= May 24, 2015 |archive-date= May 24, 2015 |archive-url= https://web.archive.org/web/20150524095605/http://www.teara.govt.nz/en/air-crashes/page-5 |url-status= live}}</ref>
* January 23, 1982: [[World Airways Flight 30]], DC-10-30CF registration N113WA, overran the runway at [[Boston Logan International Airport]] and slid into the shallow water of Boston Harbor. Two of the 200 passengers were not found; all other passengers and the 12 crew members survived.<ref name="ntsb">{{cite web |date=July 10, 1985 |title=AAR-85-06, World Airways, Inc., Flight 30H, McDonnell Douglas DC-10-30CF, N113WA, Boston-Logan Int'l Airport, Boston, Massachusetts, Jan. 23, 1982 (Revised) |url=http://www.airdisaster.com/reports/ntsb/AAR85-06.pdf |url-status=usurped |archive-url=https://web.archive.org/web/20051029155153/http://www.airdisaster.com/reports/ntsb/AAR85-06.pdf |archive-date=October 29, 2005 |access-date=January 15, 2013 |publisher=[[National Transportation Safety Board]]}}</ref>
* September 13, 1982: [[Spantax Flight 995]], DC-10-30CF EC-DEG, was destroyed by fire after an aborted take-off at [[Málaga]], Spain. A total of 50 passengers were killed and 110 injured due to the flames.<ref>{{ASN accident|id=19820913-0|accessdate=November 23, 2020|title=EC-DEG}}</ref>
* July 24, 1987: [[Air Afrique Flight 056]], flying from [[Rome Fiumicino Airport|Fiumicino Airport]], Italy, to [[Charles de Gaulle Airport]], France, was hijacked immediately after departure. The aircraft thereafter landed at [[Geneva]], Switzerland, for refueling. During the stopover, the hijacker executed a 28-year-old passenger. The aircraft was later stormed by Swiss police and the hijacker was subdued.<ref>{{Cite web |last=Ranter |first=Harro |title=Unlawful Interference McDonnell Douglas DC-10-30 TU-TAL, Friday 24 July 1987 |url=https://asn.flightsafety.org/wikibase/326727 |access-date=2025-02-24 |website=asn.flightsafety.org}}</ref>
* July 27, 1989: [[Korean Air Flight 803]], DC-10-30 HL7328, crashed short of the runway in bad weather while trying to land at [[Tripoli, Libya]]. Seventy-five of the 199 on board plus another four people on the ground were killed in the accident.<ref>{{Cite web |title=DC-10 accident entry: July 27, 1989 |url=http://aviation-safety.net/database/record.php?id=19890727-0 |archive-url=https://web.archive.org/web/20110727180050/http://aviation-safety.net/database/record.php?id=19890727-0 |archive-date=July 27, 2011 |access-date=July 11, 2010 |website=Aviation Safety Network}}</ref>
* September 19, 1989: [[UTA Flight 772]], DC-10-30 N54629, crashed in the [[Ténéré]] Desert in [[Niger]] following an in-flight bomb explosion, killing all 170 people on board.<ref>{{ASN accident|id=19890919-1|accessdate=November 23, 2020|title=N54629}}</ref>
* December 21, 1992: [[Martinair Flight 495]], DC-10-30CF PH-MBN, crashed while landing in bad weather at [[Faro, Portugal]], killing 54 passengers and crew.<ref>{{Cite news |url=https://www.nytimes.com/1992/12/22/world/crash-of-a-dutch-dc-10-kills-54-at-a-resort-airport-in-portugal.html?mcubz=0 |work=[[The New York Times]] |date=December 22, 1992 |title=Crash of a Dutch DC-10 kills 54 at a resort airport in Portugal |access-date=February 2, 2017 |archive-date=September 18, 2017 |archive-url=https://web.archive.org/web/20170918064937/http://www.nytimes.com/1992/12/22/world/crash-of-a-dutch-dc-10-kills-54-at-a-resort-airport-in-portugal.html?mcubz=0 |url-status=live}}</ref><ref>{{Cite news |url=http://www.lexisnexis.com/ |title= Survivors relive horror as 54 die in crash |date=December 22, 1992 |work= The Toronto Star |via=Lexus Nexus |access-date=February 2, 2017}}</ref>
* June 13, 1996: [[Garuda Indonesia Flight 865]], DC-10-30 PK-GIE, had just taken off from [[Fukuoka Airport]], Japan, when a high-pressure blade from the right engine separated. The aircraft was just a few feet above the runway, and the pilot decided to abort the takeoff. Consequently, the DC-10 skidded off the runway and came to a halt {{convert|1600|ft|m|abbr=on}} past it, losing one of its engines and its landing gear. Three passengers perished in the accident.<ref>{{ASN accident|id=19960613-0|accessdate=November 23, 2020|title=PK-GIE}}</ref>
*December 21, 1999: [[Cubana de Aviación Flight 1216]], DC-10-30 F-GTDI, overran the runway at [[La Aurora International Airport]], [[Guatemala City]]. Eight passengers and eight crew members on board were killed, as were two people on the ground.<ref>{{cite web|last=Ranter|first=Harro|title=ASN Aircraft accident McDonnell Douglas DC-10-30 F-GTDI Guatemala City-La Aurora Airport (GUA)|url=https://aviation-safety.net/database/record.php?id=19991221-0|access-date=March 13, 2021|website=aviation-safety.net|archive-date=February 8, 2022|archive-url=https://web.archive.org/web/20220208075245/https://aviation-safety.net/database/record.php?id=19991221-0|url-status=live}}</ref>

===Other hull losses===
* December 17, 1973: [[Iberia Airlines Flight 933]] crashed and struck the ALS system at [[Boston Logan International Airport]] which collapsed the front landing gear. All 168 passengers and crew survived. This is the first hull loss of a DC-10 aircraft.<ref>{{ASN accident|id=19731217-2|accessdate=November 23, 2020|title=EC-CBN}}</ref>
* November 12, 1975: [[Overseas National Airways Flight 032|Overseas National Airways (ONA) Flight 032]], DC-10-30CF N1032F, accelerated through a flock of seagulls during its takeoff roll from [[John F. Kennedy International Airport]] on a [[ferry flight]]. The captain initiated a [[rejected takeoff]], but the right-hand engine exploded, causing a partial braking failure. The pilots steered off the runway to avoid plowing into a [[blast fence]], causing the landing gear to collapse and rupturing a fuel tank; the ensuing fire destroyed the aircraft. All 139 on board—all ONA employees—survived with 32 suffering injuries.<ref name=":3">{{cite web|title=Lessons Learned- McDonnell Douglas DC-10-30- Overseas National Airways Flight 032, N1032F|url=https://lessonslearned.faa.gov/ll_main.cfm?TabID=1&LLID=41&LLTypeID=2|access-date=November 30, 2021|website=lessonslearned.faa.gov|archive-date=May 14, 2022|archive-url=https://web.archive.org/web/20220514220846/https://lessonslearned.faa.gov/ll_main.cfm?TabID=1&LLID=41&LLTypeID=2|url-status=live}}</ref>
* January 2, 1976: [[Saudi Arabian Airlines]] Flight 5130, DC-10-30CF N1031F leased from ONA, landed short of the runway at [[Istanbul-Yesilköy Airport]], tearing off the left-hand engine and the left and center main landing gear. All 362 passengers evacuated safely while one of thirteen crew members was injured. The accident was attributed to an excessively low approach, possibly caused by the first officer using the [[radar altimeter]] for altitude reference over irregular terrain.<ref>NTSB report, Identification: DCA76RA017 {{full citation needed|This cite needs filling out|date=November 2020}}</ref><ref>{{ASN accident|id=19760102-0|accessdate=November 24, 2020|title=N1031F}}</ref>
* December 3, 1983: [[Korean Air Lines Flight 084]], DC-10-30 freighter HL7339, collided head-on during the takeoff roll with SouthCentral Air Flight 59, [[Piper PA-31]] N35206, which was taking off from [[Anchorage International Airport]]. The Piper struck the DC-10's left and center main landing gear and three passengers sustained minor injuries; the DC-10 overran the runway and the three crew suffered serious injuries. Investigators determined that the Korean Air Lines pilot became disoriented taxiing in fog, failed to follow correct procedures and confirm his position, and accidentally initiated takeoff from the wrong runway.<ref>{{cite web|url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8410.pdf|title=Korean Air Lines McDonnell Douglas DC-10-30, HL7339, SouthCentral Air Piper PA-31-350, N35206, Anchorage, Alaska, December 23, 1983|date=August 9, 1984|publisher=[[National Transportation Safety Board]]|archiveurl=https://web.archive.org/web/20210825194138/https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8410.pdf|archivedate=August 25, 2021|accessdate=August 29, 2021}}</ref>
* May 21, 1988: American Airlines Flight 70, DC-10-30 N136AA, overran Runway 35L at [[Dallas/Fort Worth International Airport]] (DFW) after the flight crew attempted a rejected takeoff. Two crew were seriously injured and the remaining 12 crew and 240 passengers escaped safely. The accident was attributed to a shortcoming in the original design standards; no requirement had existed to test whether partially worn [[brake pad]]s could stop the aircraft during a rejected takeoff, and 8 of the 10 worn pad sets had failed.<ref>{{cite web|title=NTSB Aviation Accident Final Report FTW88NA106|url=https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20001213X25705&AKey=1&RType=Final&IType=NA|work=[[National Transportation Safety Board]]|access-date=April 15, 2020|archive-date=August 16, 2022|archive-url=https://web.archive.org/web/20220816092000/https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20001213X25705&AKey=1&RType=Final&IType=NA|url-status=live}}</ref><ref>{{cite web|title=ASN Accident Description|url=http://aviation-safety.net/database/record.php?id=19880521-0|work=Aviation Safety Network|access-date=May 31, 2011|archive-url=https://web.archive.org/web/20121107013239/http://aviation-safety.net/database/record.php?id=19880521-0|archive-date=November 7, 2012|url-status=live}}</ref>
* April 14, 1993: [[American Airlines Flight 102]], DC-10-30 N139AA, skidded off the runway on landing at DFW in a rainstorm, collapsing the nose and left main landing gear and badly damaging the left-hand engine and wing. Two passengers suffered serious injuries during the emergency evacuation, while the remaining 187 passengers and 13 crew escaped safely. The NTSB attributed the crash to poor directional control technique by the captain.<ref>{{cite report|title=Aviation Accident Report|url=http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR94-01.pdf|work=[[National Transportation Safety Board]]|docket=NTSB/AAR-94/01|date=February 14, 1994|access-date=December 10, 2021|archive-date=November 27, 2021|archive-url=https://web.archive.org/web/20211127170845/https://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR94-01.pdf|url-status=live}}</ref><ref>{{cite web|title=ASN Accident Description|url=http://aviation-safety.net/database/record.php?id=19930414-1|work=Aviation Safety Network|access-date=May 31, 2011|archive-url=https://web.archive.org/web/20120129165518/http://aviation-safety.net/database/record.php?id=19930414-1|archive-date=January 29, 2012|url-status=live}}</ref><ref>{{cite news |title=30 Hurt After Jet Slides Off Runway – Passengers Injured During Exit on Escape Chutes |first1=Nancy |last1=St. Pierre |first2=Terry |last2=Box |first3=Karen |last3=Lincoln Michel |first4=Stacey |last4=Freedenthal |url=http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:DMNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0ED3D37DDB3518E8&svc_dat=InfoWeb:aggregated5&req_dat=1000BC63AFF86032 |newspaper=The Dallas Morning News |date=April 15, 1993 |access-date=May 31, 2012 |archive-date=January 18, 2022 |archive-url=https://web.archive.org/web/20220118170511/http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:DMNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0ED3D37DDB3518E8&svc_dat=InfoWeb:aggregated5&req_dat=1000BC63AFF86032 |url-status=live}}</ref>
* September 5, 1996: [[FedEx Express Flight 1406]], DC-10-10F N68055, suffered an in-flight cargo fire while flying from Memphis, Tennessee to Boston, Massachusetts. The aircraft made a successful emergency landing at [[Stewart International Airport]] in Newburgh, New York, however after evacuating all 5 crew members the aircraft was consumed by fire and destroyed. 
* December 18, 2003: [[FedEx Express Flight 647]], MD-10-10F N364FE, was destroyed by fire after the right main landing gear collapsed due to a [[hard landing]] at Memphis International Airport. One of the two pilots and one of the five passengers—all deadheading FedEx employees—suffered minor injuries in the emergency evacuation.
* July 28, 2006: [[FedEx Express Flight 630]], MD-10-10F N391FE, departed runway 18R and burned out at Memphis International Airport following the collapse of the left main landing gear. The two pilots and a single passenger suffered minor injuries during the emergency evacuation. The accident was attributed to improper landing gear maintenance.
* October 28, 2016: [[FedEx Express Flight 910]], MD-10-10F N370FE, partially exited the runway at Ft. Lauderdale-Hollywood International Airport following the collapse of the left main landing gear. The accident was attributed to improper landing gear maintenance.

===Other notable incidents===
* February 28, 1984: [[Scandinavian Airlines System Flight 901]], overran the runway at its destination at [[John F. Kennedy International Airport]] on February 28, 1984. The flight, using a DC-10-30, originated at [[Stockholm Arlanda Airport]], Sweden, before a stopover at [[Oslo Airport, Gardermoen]], Norway. All 177 passengers and crew members on board survived, although 12 were injured. The runway overshoot was due to the crew's failure to monitor their airspeed and overreliance on the aircraft's autothrottle.
* April 7, 1994: The flight crew of [[Federal Express Flight 705]], DC-10-30 N306FE, was attacked by a deadheading FedEx employee in an attempted [[murder-suicide]] intended to cause the aircraft to crash. The seriously injured crew returned to [[Memphis International Airport]] after subduing the hijacker, using [[aerobatic]] maneuvers and damaging the aircraft in the process. The aircraft was repaired and returned in service.<ref>[https://aviation-safety.net/database/record.php?id=19940407-0 "FedEX Flight 705 Hijacking, April 7, 1994"] {{Webarchive|url=https://web.archive.org/web/20160308005043/https://aviation-safety.net/database/record.php?id=19940407-0 |date=March 8, 2016}}. Aviation Safety Network, Flight Safety Foundation</ref>
* July 25, 2000: The right-hand thrust reverser cowl door of Continental Airlines Flight 55, DC-10-30 N13067, shed a strip of metal which landed on the runway at [[Charles de Gaulle Airport]] upon takeoff. Minutes later, [[Air France Flight 4590]], operated by a [[Concorde]], ran over the metal strip at high speed, bursting a tire and causing a fuel tank to rupture and burst into flames. The Concorde's pilots attempted to keep control of the aircraft, but it stalled and crashed. The strip of metal was traced to third-party replacement parts [[Unapproved aircraft part|not approved]] by the FAA.<ref>{{cite web |url=http://www.flightglobal.com/news/articles/39poor-repair39-to-dc-10-was-cause-of-concorde-crash-121739/ |title='Poor repair' to DC-10 was cause of Concorde crash |publisher=Flight Global |date=October 24, 2000 |access-date=February 24, 2014 |archive-date=February 28, 2014 |archive-url=https://web.archive.org/web/20140228074940/http://www.flightglobal.com/news/articles/39poor-repair39-to-dc-10-was-cause-of-concorde-crash-121739/ |url-status=live}}</ref>
* January 31, 2001: Japan Airlines Flight 958, DC-10-40D JA8546, was involved in a [[2001 Japan Airlines mid-air incident|midair near collision]] with a Japan Airlines [[Boeing 747-400]] near [[Yaizu]]. Both flight crews performed evasive maneuvers; all 677 aboard both aircraft survived, with nine aboard the 747-400 seriously injured.<ref>{{cite news|url=http://news.bbc.co.uk/2/hi/asia-pacific/1145914.stm|title=Signals blamed for near collision|work=[[BBC]]|date=February 2, 2001|access-date=December 11, 2009}}</ref>