Mcdonnell Douglas DC-10-30 accident near Atlantic Ocean, AO, April 11, 2004
On April 11, 2004 at about 2:58 am local time, a Mcdonnell Douglas DC-10-30, registered N14075, was substantially damaged in an accident near Atlantic Ocean, AO. It was a public-use flight under public-use (government) rules. No one was hurt; 252 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the number two upper forward right engine cowling attachment, which resulted in substantial damage to the right inboard elevator. A factor was the inadequate procedures in the airliner maintenance manual.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 2004 · about 2:58 am local time
- Place
- Atlantic Ocean, AO · map
- Type
- Accident
- Injuries
- No one was hurt; 252 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas DC-10-30 · all DC-10-30s on the register
- Registration
- N14075 · no longer on the register · serial 46922
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
During cruise flight, the crewmembers heard a "bang" from the rear of the cabin, and the airplane momentarily shuddered and bounced. After landing uneventfully at their destination airport, the crewmembers observed that the number two right engine cowling had separated and struck the right inboard elevator. Inspection of the airplane revealed that the engine cowling upper forward hinge required three bolts. However, only one bolt remained attached, and there was no evidence that the other two bolts tore away during flight. Fretting was observed in the area of the bolt holes, consistent with an oscillation over a period of time, due to the absence of two bolts. The airliner maintenance manual required a general inspection of the area, but did not specifically mention cowling hinge bolts. In addition, the hinges were located in an area that was not easily accessible to maintenance personnel.
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: 8,530 hours in all; 3,200 in this make and model; 92 in the last 90 days; 52 in the last 30 days; 3,790 as pilot in command
- Last flight review: August 9, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 111 in the last 90 days; 77 in the last 30 days
- Last flight review: August 19, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 96,122 hours
- Last inspection: continuous airworthiness programme, April 5, 2004; 128 hours since
- Maximum gross weight: 575,000 lb
- Seats: 377
- Landing gear: retractable
- Engine 1: General Electric CF6-50C2 (turbofan); 0 hours total
- Engine 2: General Electric CF6-50C2 (turbofan); 0 hours total
- Engine 3: General Electric CF6-50C2 (turbofan); 0 hours total
The flight
- Departed from: LIRN Naples at 9:00 pm
- Destination: KNGU Norfolk VA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 070° at 6 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 3,000 ft
- Temperature: 52°F (11°C), dew point 43°F (6°C)
- Altimeter: 30.01 inHg
- Observation at 2:55 am from NGU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 12 | |||
| Passengers | 240 |
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.