Mcdonnell Douglas DC-10-10 incident near Dfw Airport, Texas, September 15, 1984
On September 15, 1984 at about 6:05 pm local time, a Mcdonnell Douglas DC-10-10, registered N124AA, suffered minor damage in an incident near Dfw Airport, Texas (Dfw Regional airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 1984 · about 6:05 pm local time
- Place
- Dfw Airport, Texas · Dfw Regional
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas DC-10-10 · all DC-10-10s on the register
- Registration
- N124AA · registry record · serial 46524
- Damage
- Minor damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT EXPERIENCED SEPN OF THE RGT WING #3 LEADING EDGE SLAT WHILE DESCENDING FOR AN APCH. AN INVESTIGATION REVEALED THAT ON 7/5/84, THE COMPANY PERFORMED A 'C' CHECK INSPECTION OF THE ACFT. AT THIS TIME A RGT WING #3 LEADING EDGE SLAT RETRACT ALUMINUM PULLEY, P/N 1969-132, WAS REPLACED WITH A PHENOLIC PULLEY, P/N 1969-172. THE DC-10 PARTS ILLUSTRATED CATALOGUE SPECIFIES THAT AN ALUMINUM PULLEY BE INSTALLED ON THE #3 LEADING EDGE SLAT RATHER THAN THE PHENOLIC PULLEY BECAUSE FLT LOADS ON THE #3 SLAT EXCEEDED THE DESIGN LOAD OF THE PHENOLIC PULLEY. METALLURGICAL EXAMINATION OF THE FAILED PULLEY & CABLE INDICATED EVIDENCE OF AN OVERLOAD FAILURE. INSPECTION OF OTHER COMPANY DC-10'S REVEALED AT LEAST 3 OTHER ACFT HAD PHENOLIC PULLEYS INSTALLED IN THE #3 SLAT POSITION.
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 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 16,000 hours in all; 14,500 in this make and model
- Medical certificate: Unknown
- Seat: left
The aircraft
- Airframe total time: 34,557 hours
- Last inspection: approved inspection programme, September 15, 1984; 1 hours since
- Maximum gross weight: 440,000 lb
- Seats: 345
- Landing gear: retractable
- Engine: Ge CF6 (turbofan); 0 hours total
The flight
- Departed from: TUL Tulsa OK at 5:53 pm
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 12 knots
- Visibility: 12 statute miles
- Sky: not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 7:00 pm from DFW
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.
Other NTSB records under N124AA the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number FTW84IA400.