Notes from Dr. Borkosky

The latches were engaged by electric actuators, with a hand crank provided as a back-up. Flight Engineer Erhan Özer, age 37, had 2,120 flying hours experience. It's also the deadliest aviation accident that does not involve at least 1 Boeing 747.[1][2][3]. Flight 981 has the highest death toll of any aviation accident in France and the highest death toll of any accident involving a McDonnell Douglas DC-10 anywhere in the world.

The explosion was followed by a loud rush of air, and the throttle for the tail … The flight disappeared from radar shortly afterwards. Japanese embassy sources said that a total of 49 Japanese were on board. The smoking gun was a memo from the fuselage's manufacturer, Convair, to McDonnell Douglas, in which the series of events that occurred on Flight 96, and fatally on Flight 981, was foreseen; it concluded that if these events occurred it would probably result in the loss of the aircraft. ALOHA AIRLINES FLIGHT 243 .

These changes included requiring vents be cut into the cabin floor to allow pressures to equalize in the event of a blown-out door, thus preventing a catastrophic collapse of the aircraft's cabin floor and other structures that could damage the control cables for the engine, rudder, and elevators. To prevent that, the DC-10 used a supposedly fail-safe latching system held in place by "over-center latches" - four C-shaped latches mounted on a common torque shaft that were rotated over latching pins ("spools") fixed to the aircraft fuselage.

The outward-opening design presents the risk of the hatch being blown open by the pressure inside the cargo area if the latch were to fail during flight. His serious reservations about the integrity of the DC-10's cargo latching mechanism are considered a classic case in the field of engineering ethics.

Dedicated in memory of the victims and their families affected by the crash of Turkish Airlines, flight 981 in 1974. Although Convair had informed McDonnell Douglas of the potential problem, rectifying what the aircraft manufacturer considered a small problem with a low probability of occurrence would have seriously disrupted delivery of the aircraft and cost sales so Convair's concerns were ignored. The Boeing 747 has experienced several such incidents, the most noteworthy of which occurred aboard United Airlines Flight 811 in February 1989, when the cargo hatch failed and caused a section of the fuselage to fail, causing the deaths of nine passengers who were expelled from the aircraft.

[4], Most of the passengers were British. McDonnell Douglas instead chose a solution less disruptive to schedules but failed to ensure that personnel were trained to follow the new procedures to ensure the hatch had locked. In contrast, an outward-opening cargo hatch relies entirely upon its latch to prevent it from opening in flight, making it particularly important that the locking mechanisms be secure. To ensure this rotation was complete and the latches were in the proper position, the DC-10 cargo hatch design included a separate locking mechanism that consisted of small locking pins that slid behind flanges on the lock torque tube (which transferred the actuator force to the latch hooks through a linkage). Pressurization warning heard almost immediately and for slightly less than 25 seconds. Furthermore, the instructions regarding the indicator window were posted on the aircraft in English and Turkish, but the Algerian-born Mahmoudi, who could read and write three languages fluently, could not read either language. When it failed, the cargo area decompressed, but not so in the passenger area above it.

Due to its large radius, the cargo hatch on the DC-10 could not be swung inside the fuselage without taking up a considerable amount of valuable cargo space. To prevent this from happening, the DC-10 uses a latching system whose main security principle is an "over-center concept": four C-shaped latches mounted on a common torque shaft are rotated over latching pins ("spools") fixed to the aircraft fuselage. One of the eventual consequences was the largest civil lawsuits to that date. Turkish Airlines Flight 981 was a scheduled flight from Istanbul Yesilköy Airport to London Heathrow Airport, with an intermediate stop at Orly Airport in Paris.

Despite this, the Federal Aviation Administration (FAA) did not issue an Airworthiness Directive requiring these changes, instead reaching a gentleman’s agreement with McDonnell-Douglas to make some lesser changes to the hatch and no changes to the floor. The outward-opening design allowed the hatch, in the event of a latch failure, to be blown open by the pressure inside the cargo area. Without these controls, it was impossible to control the aircraft. Additionally, the FAA ordered further changes to all aircraft with outward-opening doors, including the DC-10, Lockheed L-1011, and Boeing 747, requiring that vents be cut into the cabin floor to allow pressures to equalize in the event of a blown-out door. The aircraft, a DC-10 Series 10 (production designation "Ship 29") was built in Long Beach, California, and was delivered to the airline in December 1972.[1].

Fortunately, even though the pilots' ability to control Flight 96 was compromised by some severed underfloor cables in the damaged section of the plane, they were able to land in Detroit without further injuries – though Applegate warned that a more severe outcome was likely when (not if) a similar incident happened on another DC-10.

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