Mcdonnell Douglas DC-10 and Lockheed L-1O11-385-1-15 incident near Salina, Kansas, March 2, 1999
On March 2, 1999 at about 4:40 pm local time, 2 aircraft, Mcdonnell Douglas DC-10 (N40061) and Lockheed L-1O11-385-1-15 (N106CK), were involved in the same incident near Salina, Kansas. No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the ARTCC personnel failed to maintain radio communications with both airplanes and failed to maintain IFR separation standards. Factors relating to the incident were the FAA does not require cargo airplanes to be equipped with TCAS and neither airplane was equipped with TCAS.
The ARTCC personnel failed to maintain radio communications with both airplanes and failed to maintain IFR separation standards. Factors relating to the incident were the FAA does not require cargo airplanes to be equipped with TCAS and neither airplane was equipped with TCAS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 2, 1999 · about 4:40 pm local time
- Place
- Salina, Kansas · map
- Type
- Incident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Mcdonnell Douglas DC-10 · all DC-10s on the register
- Registration
- N40061 · no longer on the register · serial 46973
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
- Aircraft 2
- Lockheed L-1O11-385-1-15 L-1O11-385
- Registration
- N106CK · registry record · serial 293C-1211
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative for the Mcdonnell Douglas DC-10 final · quoted from the NTSB record
A Federal Express DC-10-10F sustained no damage during a near mid-air collision with an American International Airways Lockheed L-1011-385-1-15, 30 miles west of Salina, Kansas. The aircraft came within an estimated 1/2 mile horizontal and 0 feet vertical separation of each other. The FAA issued a Final Operational Error/Deviation Report. The report indicated that an ATC controller '...dropped the data block on FDX3207 [DC-10] without transferring communications...' to another controller. The report also indicated that another ATC controller, '...issued CKS303 [L-1011] a frequency change to 125.67 instead of the correct frequency of 127.65. CKS303 acknowledged the wrong frequency correctly by reading back 125.67.' ATC recognized that both airplanes were NORDO but were unable to reestablish radio communications, although several means were tried. The CKS303 First Officer reported he saw the DC-10 at their 8 o'clock position at 1/2 mile and same altitude. He reported he turned to the right 30 degrees. The FDX3207 pilots reported they did not see the L-1011 but felt its wake turbulence. Current FAA regulations do not require any aircraft used exclusively for cargo operations to be equipped with any version of TCAS.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The NTSB's narrative for the Lockheed L-1O11-385-1-15 final · quoted from the NTSB record
A Federal Express DC-10-10F sustained no damage during a near mid-air collision with an American International Airways Lockheed L-1011-385-1-15, 30 miles west of Salina, Kansas. The aircraft came within an estimated 1/2 mile horizontal and 0 feet vertical separation of each other. The FAA issued a Final Operational Error/Deviation Report. The report indicated that an ATC controller '...dropped the data block on FDX3207 [DC-10] without transferring communications...' to another controller. The report also indicated that another ATC controller, '...issued CKS303 [L-1011] a frequency change to 125.67 instead of the correct frequency of 127.65. CKS303 acknowledged the wrong frequency correctly by reading back 125.67.' ATC recognized that both airplanes were NORDO but were unable to reestablish radio communications, although several means were tried. The CKS303 First Officer reported he saw the DC-10 at their 8 o'clock position at 1/2 mile and same altitude. He reported he turned to the right 30 degrees. The FDX3207 pilots reported they did not see the L-1011 but felt its wake turbulence. Current FAA regulations do not require any aircraft used exclusively for cargo operations to be equipped with any version of TCAS.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record for the Mcdonnell Douglas DC-10 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,613 hours in all; 5,008 in this make and model; 58 in the last 90 days; 31 in the last 30 days; 6,330 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 38,908 hours
- Last inspection: continuous airworthiness programme, March 2, 1999
- Maximum gross weight: 446,000 lb
- Seats: 7
- Landing gear: retractable
- Engine: Ge CF6-6D (turbojet); 0 hours total
The flight
- Departed from: PDX Portland OR at 2:42 pm
- Destination: MEM Memphis TN
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 17 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 36°F (2°C)
- Observation at 3:53 pm from SLN, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
The factual record for the Lockheed L-1O11-385-1-15 from the NTSB's investigation tables, in plain English
Pilot
- Medical certificate: Unknown
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 476,000 lb
- Seats: 0
- Landing gear: retractable
- Engine: Rolls-Royce RB211-524 (turbojet); 0 hours total
The flight
- Departed from: LAX Los Angeles CA
- Destination: IND Indianapolis IN
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.