Mcdonnell Douglas DC-10-10F accident near Memphis, Tennessee, August 7, 1999
On August 7, 1999 at about 6:45 pm local time, a Mcdonnell Douglas DC-10-10F, registered N68058, was substantially damaged in an accident near Memphis, Tennessee (Memphis International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate design by the airplane manufacturer for using bolts to secure the inboard trailing edge flap that are susceptible to stress corrosion cracking. Also, the stress corrosion cracking failure of the four H-11 bolts that secure the left inboard trailing edge flap to the outboard hinge which allowed the separation of the flap and vane while on final approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 1999 · about 6:45 pm local time
- Place
- Memphis, Tennessee · Memphis International · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas DC-10-10F · all DC-10-10Fs on the register
- Registration
- N68058 · no longer on the register · serial 46705
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
While on final approach with full flaps selected and indicated, the left inboard trailing edge flap and vane separated. The autopilot was disconnected and approximately 1/2 right aileron input was needed to counter the left banking tendency. The landing was reported to be firm but with less 'controllability'. Structural damage occurred to the left side of the fuselage due to flap and/or vane contact. The four H-11 type bolts of the forward attach point of the outboard hinge of the left inboard trailing edge flap failed due to stress corrosion cracking. Chromium was detected in the fracture origin of bolts Nos. 1-3; no determination was made as to why chromium was present. The two H-11 type bolts of the aft attach point of the outboard hinge of the left inboard trailing edge flap failed due to ductile overload. No material or processing discrepancies were found. H-11 bolts are susceptible to stress corrosion cracking. The FDR readout indicated that the maximum left roll was 8.09 degrees and flap extension speed was exceeded on landing No. 1 for approximately 13 seconds when the flaps were extending from 16 to 20 degrees. No flap overspeed protection is afforded in that range.
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, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,598 hours in all; 2,215 in this make and model; 63 in the last 90 days; 36 in the last 30 days; 2,150 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 40,552 hours
- Last inspection: continuous airworthiness programme, August 6, 1999; 10 hours since
- Maximum gross weight: 449,000 lb
- Seats: 5
- Landing gear: retractable
- Engine: Ge CF6-6 (turbofan); 0 hours total
- Operator: Federal Express Corporation
The flight
- Departed from: LAX Los Angeles CA at 3:45 pm
- Destination: MEM
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from MEM, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 |
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.