{"id":20029108,"date":"2026-09-04T10:45:07","date_gmt":"2026-09-04T08:45:07","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/turkish-airlines-981-dc-10-cargo-door-ermenonville-1974\/"},"modified":"2026-09-04T10:45:38","modified_gmt":"2026-09-04T08:45:38","slug":"turkish-airlines-981-dc-10-cargo-door-ermenonville-1974","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/es\/turkish-airlines-981-dc-10-cargo-door-ermenonville-1974\/","title":{"rendered":"Turkish Airlines 981: The Cargo Door That Killed 346 People"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n<p>The most important document in this story is a memo. It was written on 27 June 1972 by an engineer named Dan Applegate, it ran to a few pages, and it said clearly what was going to happen.<\/p>\r\n\r\n<p>Twenty months later it happened. Three hundred and forty-six people died in a forest north of Paris.<\/p>\r\n\r\n<p>The memo was never sent to the aircraft\u2019s manufacturer. It came to light only when lawyers went looking through the files afterwards.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f5f5;padding:20px 24px;margin:26px 0;border-left:4px solid #5C91FF\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p><table style=\"width:100%;border-collapse:collapse;font-size:15px\"><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Flight<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Turkish Airlines 981, Istanbul-Paris-London<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Date<\/strong><\/td><td style=\"padding:5px 0;color:#222\">3 March 1974<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Aircraft<\/strong><\/td><td style=\"padding:5px 0;color:#222\">McDonnell Douglas DC-10-10, TC-JAV, named Ankara<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Crew<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Captain Nejat Berk\u00f6z, First Officer Oral Ulusman, Flight Engineer Erhan \u00d6zer<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>On board<\/strong><\/td><td style=\"padding:5px 0;color:#222\">335 passengers and 11 crew \u2014 346<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Survivors<\/strong><\/td><td style=\"padding:5px 0;color:#222\">None<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Cause<\/strong><\/td><td style=\"padding:5px 0;color:#222\">In-flight loss of the aft left cargo door and consequent cabin floor collapse<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Time from door loss to impact<\/strong><\/td><td style=\"padding:5px 0;color:#222\">77 seconds<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Crash site<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Ermenonville forest, Fontaine-Chaalis, Oise, about 37-40 km north-east of Paris<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Significance<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Deadliest air disaster in the world until Tenerife in 1977<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Precedent<\/strong><\/td><td style=\"padding:5px 0;color:#222\">American Airlines Flight 96, Windsor, Ontario, 12 June 1972 \u2014 same door, no fatalities<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Final report<\/strong><\/td><td style=\"padding:5px 0;color:#222\">French Commission of Inquiry, published 12 May 1976<\/td><\/tr><\/table><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">A door that opens the wrong way<\/h2>\r\n\r\n<p>Passenger doors on an airliner are plug doors. They are slightly larger than the hole they fill and they open inward first, so cabin pressure holds them shut. It is impossible to open one in flight, which is exactly the point.<\/p>\r\n\r\n<p>Cargo doors on the DC-10 were not plugs. A big inward-opening door would have eaten into the hold, so McDonnell Douglas made them swing outward \u2014 which means the entire pressure load has to be carried by the locking hardware.<\/p>\r\n\r\n<p>That hardware was five C-shaped latches on a common torque shaft, rotating over fixed pins on the fuselage frame. Rotate them fully over centre and cabin pressure simply seats them harder. Stop short of over centre and the same pressure feeds straight back through the linkage into the electric latch actuator and its two mounting bolts.<\/p>\r\n\r\n<p>There were meant to be three independent backstops. Lock pins slid through holes behind the latches. If the pins could not enter, the external handle would not stow. The same handle drove a plug into a vent in the door skin, so an unlatched door meant an unpressurised hold. And a light on the flight engineer\u2019s panel would stay on.<\/p>\r\n\r\n<p>All three depended on the same piece of linkage \u2014 and that linkage was weak enough to be forced. On the manufacturer\u2019s own test rig, the handle could be pushed closed with the pins still out.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=906620602  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:UvZh.d0d7\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/american-airlines-dc-10-n103aa-flight-96.jpg\" alt=\"American Airlines DC-10-10 N103AA, the aircraft of Flight 96\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">N103AA, the American Airlines DC-10 whose aft cargo door blew out over Windsor, Ontario in June 1972. It was repaired, returned to service and flew until 1993. Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Windsor, 1972: the warning<\/h2>\r\n\r\n<p>On 12 June 1972, American Airlines Flight 96 climbed out of Detroit with 67 people aboard. At 11,750 feet the aft cargo door left the aircraft. Dirt blew into the pilots\u2019 faces; Captain Bryce McCormick briefly thought they had had a mid-air collision.<\/p>\r\n\r\n<p>The floor partially collapsed, the rudder pedals slammed to full right, and the number two engine\u2019s control cables were severed. But no hydraulic system was ruptured, the cabin load was lighter than it would be on TC-JAV, and McCormick \u2014 who had practised flying the aircraft on throttles alone in the simulator \u2014 had enough control left. He landed at Detroit. Nobody died.<\/p>\r\n\r\n<p>The NTSB was unambiguous. Its recommendation A-72-97 asked for the door locking system to be modified so that the external handle and vent door simply could not reach the locked position unless the lock pins were fully engaged. Recommendation A-72-98 asked for the cabin floor to be protected against sudden hold decompression.<\/p>\r\n\r\n<p>Neither became a legal requirement. The FAA drafted an airworthiness directive and did not release it. McDonnell Douglas proposed issuing service bulletins instead and treating them as mandatory itself. The FAA agreed \u2014 an arrangement usually described as a gentlemen\u2019s agreement between FAA administrator John Shaffer and McDonnell Douglas aircraft division head Jackson McGowen.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/l-085TjhUPo\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>How the DC-10 acquired its reputation \u2014 the design, the commercial pressure and the accidents.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The memo<\/h2>\r\n\r\n<p>Fifteen days after Windsor, Dan Applegate, Director of Product Engineering at Convair \u2014 the General Dynamics division that had designed and built the DC-10 fuselage and its doors \u2014 wrote to his supervisor.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;It seems to me inevitable that, in the 20 years ahead of us, DC-10 cargo doors will come open and cargo compartments will experience decompression for other reasons, and I would expect this to usually result in the loss of the airplane.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Dan Applegate<\/strong> &mdash; Director of Product Engineering, Convair, memorandum of 27 June 1972<\/div><\/div><\/div>\r\n\r\n\r\n<p>He also noted that the aircraft had already demonstrated its susceptibility to catastrophic failure in explosive decompression during ground tests in 1970, and objected to the change of the latch actuation from hydraulic to electric.<\/p>\r\n\r\n<p>Convair did not forward it. The fixes Applegate wanted \u2014 particularly to the cabin floor \u2014 would have meant grounding aircraft, and there was an internal argument about whether Convair or McDonnell Douglas would pay. A smaller set of changes was made instead: some locking parts strengthened, and a small inspection window added so somebody could look in and check the pins.<\/p>\r\n\r\n<p>Baggage handlers were not told what the window was for.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Orly, 3 March 1974<\/h2>\r\n\r\n<p>A British European Airways strike had stranded thousands of travellers across Europe, and TK981 \u2014 normally a charter operation \u2014 was pressed into scheduled Paris-London service. Fifty passengers got off at Orly. Two hundred and sixteen got on. Among them was an amateur rugby team from Bury St Edmunds, returning from the France-England match, and a number of journalists who had covered it.<\/p>\r\n\r\n<p>The aft cargo door was closed at about 10:35. The handler pulled the handle down. The vent door closed. The lock pins did not engage. Nobody looked through the window.<\/p>\r\n\r\n<p>TC-JAV left Orly at about 12:32. At roughly 11,000 feet, three or four seconds before 12:40, the door departed. The co-pilot is recorded saying that the fuselage had burst.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=1726133029  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:0nDX.d0d8\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/ermenonville-dc-10-memorial-turkish-airlines-981.jpg\" alt=\"Memorial to the victims of Turkish Airlines Flight 981 in the Ermenonville forest\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The memorial in the Ermenonville forest, on the ground where TC-JAV came down: \u201cA la m\u00e9moire des victimes de la grande Catastrophe A\u00e9rienne survenue en ce lieu le 3 Mars 1974.\u201d Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n\r\n\r\n<p>The floor above the hold had no pressure-relief venting. It failed downward, taking two triple seat units and six passengers with it \u2014 their bodies were found in a field near Saint-Pathus, roughly 15 kilometres from the crash site. Every horizontal stabiliser and elevator control cable ran beneath that floor. All of them were severed, along with thrust control of the tail engine, whose throttle snapped shut.<\/p>\r\n\r\n<p>What the crew had left was two wing engines and roll control. The aircraft turned nine degrees left, pitched to twenty degrees nose down, and accelerated. Berk\u00f6z is recorded calling out \u201cSpeed!\u201d and pushing the throttles forward as he tried to level off. It struck the trees seventy-seven seconds after the door left, at around 430 knots.<\/p>\r\n\r\n<p>Of 346 people, 188 bodies could be identified. Rescue teams recovered around 20,000 fragments.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/5zguiXHMhYo\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>The Flight 981 investigation, from the missing door to the memo.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">What the investigators found on the door<\/h2>\r\n\r\n<p>The French Commission\u2019s findings are precise and damning. The latch actuator shaft had extended 277.5 mm instead of 297 mm, so the hooks never went over centre. The four lock pins sat 1.6 mm short of the restraining flanges. The pressure load went into the actuator support bracket and broke its two attachment bolts \u2014 the same two bolts that had failed over Windsor.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;Service Bulletin 52-37, specifying the installation of a support plate designed to prevent forced closing of the locking handle and the vent door in the case of incomplete engagement of the latching system, had not been applied to the aircraft before delivery, and this oversight had not been detected at the time of delivery.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>French Commission of Inquiry<\/strong> &mdash; final report on the accident to TC-JAV, published 12 May 1976<\/div><\/div><\/div>\r\n\r\n\r\n<p>McDonnell Douglas\u2019s own maintenance records said the plate had been fitted. It had not. A second modification, under SB 52-38, had been carried out in a way that did not comply with the bulletin. The lock pins and the lock warning switch were incorrectly adjusted, and the door proximity switch was out of rig \u2014 a problem the FAA later noted was common across the fleet at the time.<\/p>\r\n\r\n<p>The Commission\u2019s recommendation on the regulatory failure needs no interpretation: the airworthiness directive procedure, it said, should be used whatever the financial repercussions, whenever safety could be at serious risk. All the risks, it added, had been evident nineteen months earlier at Windsor, and no effective corrective action had followed.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/fHYA1cLSmpQ\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>McDonnell Douglas\u2019s own promotional film on how the DC-10 was built \u2014 made before any of this.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Afterwards<\/h2>\r\n\r\n<p>The FAA issued a telegraphic airworthiness directive 96 hours after the crash, mandating the door modifications it had declined to mandate in 1972. The cargo door and its locking system were completely redesigned. In 1975 came AD 75-15-05, the \u201cfloors and doors\u201d directive, which required every wide-body then flying \u2014 DC-10, TriStar, 747 and A300 \u2014 to have a cabin floor able to survive a sudden large hole in the fuselage.<\/p>\r\n\r\n<p>The certification rules themselves were rewritten. Part 25 now specifies an opening-size equation for pressurised fuselages, capped at 20 square feet \u2014 approximately the size of a DC-10 aft cargo door. It demands direct visual inspection of the locking mechanism on any outward-opening door, a flight-deck warning designed so that a false \u201clocked\u201d indication is improbable, and provisions preventing the aircraft from pressurising to an unsafe level if a door is not properly closed.<\/p>\r\n\r\n<p>The families sued. McDonnell Douglas tried to shift responsibility onto the FAA, onto Turkish Airlines, onto General Dynamics. When that failed, the parties settled out of court for an estimated $100 million, with roughly $80 million from McDonnell Douglas. The Applegate memorandum was central to the case.<\/p>\r\n\r\n<p>No DC-10 or MD-11 has ever suffered a comparable accident since. Which is the uncomfortable ending: the fix worked, it existed in 1972, and the only thing standing between it and 346 people was the decision not to make it compulsory.<\/p>\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What happened to Turkish Airlines Flight 981?<\/summary><div class=\"a\">On 3 March 1974 a Turkish Airlines McDonnell Douglas DC-10-10, registration TC-JAV, lost its aft left cargo door shortly after taking off from Paris-Orly for London. The explosive decompression collapsed the cabin floor, severing the control cables running beneath it, and the aircraft crashed into the Ermenonville forest 77 seconds later, killing all 346 people on board.<\/div><\/details><details><summary>Why was Flight 981 so full?<\/summary><div class=\"a\">A strike by British European Airways staff had stranded travellers across Europe. Turkish Airlines, normally a charter operator, was pressed into scheduled Paris-London service, and passengers booked with Air France, BEA and Pan Am were rebooked onto TK981. Only 167 passengers had flown the Istanbul-Paris leg; 216 boarded at Orly.<\/div><\/details><details><summary>What was wrong with the DC-10 cargo door?<\/summary><div class=\"a\">It opened outward rather than inward, so it had to be held shut against cabin pressure by five C-shaped latches that needed to rotate fully over centre. If they stopped short, the pressure load was fed back into the latch actuator. A separate set of lock pins and a vent door were supposed to make an incorrectly latched door impossible to pressurise \u2014 but the lock-pin linkage was weak enough to be forced closed with the pins still out, defeating all three safeguards at once.<\/div><\/details><details><summary>Had this happened before Flight 981?<\/summary><div class=\"a\">Yes. On 12 June 1972 the aft cargo door of American Airlines Flight 96, a DC-10 over Windsor, Ontario, blew out at 11,750 feet. The floor partially collapsed and the number two engine controls were severed, but no hydraulic system was ruptured and Captain Bryce McCormick landed the aircraft at Detroit with no fatalities. Nineteen months later the same two attachment bolts failed on TC-JAV at almost the same altitude.<\/div><\/details><details><summary>What was the Applegate memorandum?<\/summary><div class=\"a\">A memo written on 27 June 1972 \u2014 fifteen days after the Windsor incident \u2014 by Dan Applegate, Director of Product Engineering at Convair, the subcontractor that built the DC-10 fuselage and doors. It warned that the cargo doors would come open in service and that the resulting floor collapse would usually destroy the aircraft. Convair never passed it to McDonnell Douglas. It surfaced only in litigation after the 1974 crash.<\/div><\/details><details><summary>Why was no airworthiness directive issued after Windsor?<\/summary><div class=\"a\">Because of what is usually called the \u201cgentlemen\u2019s agreement.\u201d The FAA had written but not released an airworthiness directive; McDonnell Douglas proposed instead that it issue service bulletins itself and treat them as mandatory. The FAA agreed. The bulletins went out, but their incorporation was never legally required, and the modifications were applied unevenly across the fleet.<\/div><\/details><details><summary>Had the fixes been made to TC-JAV?<\/summary><div class=\"a\">Not fully. The French Commission found that Service Bulletin 52-37, which specified a support plate to prevent the locking handle being forced closed, had never been applied to the aircraft \u2014 although McDonnell Douglas maintenance records said it had. A modification under SB 52-38 had been carried out in a way that did not comply, and the lock pins and the lock warning switch were incorrectly adjusted.<\/div><\/details><details><summary>What changed as a result of Flight 981?<\/summary><div class=\"a\">A great deal. The FAA issued a telegraphic airworthiness directive within 96 hours, mandating the door modifications. AD 75-15-05, the so-called \u201cfloors and doors\u201d directive, required every wide-body then in service \u2014 DC-10, L-1011, 747 and A300 \u2014 to have floors capable of surviving a sudden large fuselage opening. Certification rules were rewritten to demand direct visual inspection of door locks and to make inadvertent opening \u201cextremely improbable.\u201d<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What happened to Turkish Airlines Flight 981?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"On 3 March 1974 a Turkish Airlines McDonnell Douglas DC-10-10, registration TC-JAV, lost its aft left cargo door shortly after taking off from Paris-Orly for London. The explosive decompression collapsed the cabin floor, severing the control cables running beneath it, and the aircraft crashed into the Ermenonville forest 77 seconds later, killing all 346 people on board.\"}},{\"@type\":\"Question\",\"name\":\"Why was Flight 981 so full?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A strike by British European Airways staff had stranded travellers across Europe. Turkish Airlines, normally a charter operator, was pressed into scheduled Paris-London service, and passengers booked with Air France, BEA and Pan Am were rebooked onto TK981. Only 167 passengers had flown the Istanbul-Paris leg; 216 boarded at Orly.\"}},{\"@type\":\"Question\",\"name\":\"What was wrong with the DC-10 cargo door?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"It opened outward rather than inward, so it had to be held shut against cabin pressure by five C-shaped latches that needed to rotate fully over centre. If they stopped short, the pressure load was fed back into the latch actuator. A separate set of lock pins and a vent door were supposed to make an incorrectly latched door impossible to pressurise \u2014 but the lock-pin linkage was weak enough to be forced closed with the pins still out, defeating all three safeguards at once.\"}},{\"@type\":\"Question\",\"name\":\"Had this happened before Flight 981?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes. On 12 June 1972 the aft cargo door of American Airlines Flight 96, a DC-10 over Windsor, Ontario, blew out at 11,750 feet. The floor partially collapsed and the number two engine controls were severed, but no hydraulic system was ruptured and Captain Bryce McCormick landed the aircraft at Detroit with no fatalities. 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It surfaced only in litigation after the 1974 crash.\"}},{\"@type\":\"Question\",\"name\":\"Why was no airworthiness directive issued after Windsor?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because of what is usually called the \u201cgentlemen\u2019s agreement.\u201d The FAA had written but not released an airworthiness directive; McDonnell Douglas proposed instead that it issue service bulletins itself and treat them as mandatory. The FAA agreed. The bulletins went out, but their incorporation was never legally required, and the modifications were applied unevenly across the fleet.\"}},{\"@type\":\"Question\",\"name\":\"Had the fixes been made to TC-JAV?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Not fully. The French Commission found that Service Bulletin 52-37, which specified a support plate to prevent the locking handle being forced closed, had never been applied to the aircraft \u2014 although McDonnell Douglas maintenance records said it had. A modification under SB 52-38 had been carried out in a way that did not comply, and the lock pins and the lock warning switch were incorrectly adjusted.\"}},{\"@type\":\"Question\",\"name\":\"What changed as a result of Flight 981?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A great deal. The FAA issued a telegraphic airworthiness directive within 96 hours, mandating the door modifications. AD 75-15-05, the so-called \u201cfloors and doors\u201d directive, required every wide-body then in service \u2014 DC-10, L-1011, 747 and A300 \u2014 to have floors capable of surviving a sudden large fuselage opening. Certification rules were rewritten to demand direct visual inspection of door locks and to make inadvertent opening \u201cextremely improbable.\u201d\"}}]}<\/script><p><em>Sources: French Secretariat of State for Transport, Final Report on the accident to TC-JAV (12 May 1976); NTSB report AAR-73-02 (American Airlines Flight 96); FAA Lessons Learned from Transport Airplane Accidents; Wikipedia; Wikimedia Commons.<\/em><\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/united-232-the-dc-10-that-landed-with-no-hydraulics\/\">United 232: The DC-10 That Landed With No Hydraulics<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/japan-air-lines-123-1985-bulkhead-repair-osutaka\/\">JAL 123: Thirty-Two Minutes With No Flight Controls<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/tenerife-airport-disaster-1977\/\">Tenerife, 1977: The Two Minutes That Changed Aviation Forever<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>An engineer wrote down exactly what would happen twenty months before it did. Nobody sent the memo on. On 3 March 1974 a DC-10 cargo door left the aircraft over France and 346 people died.<\/p>","protected":false},"author":27,"featured_media":20028568,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665,666],"tags":[],"class_list":["post-20029108","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-history-and-legends"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Turkish Airlines 981: The Cargo Door That Killed 346 | MiGFlug<\/title>\n<meta name=\"description\" content=\"An engineer wrote down what would happen twenty months before it did. 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