So many great colour schemes have disappeared over the years.

The latest TWA one was stunning – it had a modern look but unusually for a colour scheme was an improvement over the one it replaced (imo)

The orange/red/gold Continental scheme was always eye catching. The latest all white is very bland.

The latest Northwest is an improvement over the many variations of the old scheme.

cbstd,

The Swiss DC10 that suffered an inflight fire was a MD11.

The Thy crash in 1974 was the last chapter in a long story of events relating to the rear cargo door. In the same year an American DC10 flying over Canada (Windsor Locks area) suffered an identical door failure and subsequent partial floo collapse. Luckily the control runs were not severed and the aircraft was able to make an emergency landing. Subsequent to this the FAA issued a directive stating that the locking mechanism on the door must be strengthened along with the floor. Also at this time MCD were in the process of moving production lines to Long Beach and one aircraft was missed. This subsequently became TC-JAV? which crashed near Paris in 1974.

The AA crash at Chicago was initially the result of a non standard maintenance practice of removing the engine and pylon together rather than seperately. The actuall crash was (as in so many) the result of several small problems resulting in the accident.
The crew were aware of an engine ‘failure’ what they did not know (as you cannot see the wing engines on a DC10 from the cockpit when sat down) was the the left engine had been torn from the wing. They could not have know about the damage to the 2 aircraft systems this also caused. The hydraulic lines were damaged causing the leading edge slats to retract (from airflow pressure) This would have caused the left wing to have a higher stall speed than the right. The crew began to climb the aircraft at the speeds determined for a 2 engine takeoff – unfortunatley this slight reduction in speed caused the left wing to stall from which there was insufficient height to recover. The second damaged system was the stall warning……..

The Utd DC10 at Sioux City was not the fault of the aircraft – the problem was traced back to a engine fan disk which had an undetected flaw. It is a indication of how strong the aircraft and skillful the crew that many of the passengers survived. I will say though that in the DC10 all the hydraulic control runs for the rudder/elevator/ailerons are close together so if one is damaged then the others are also likely to suffer. The L1011 has a 4th hydraulic system running via a different route so would be less lilely to suffer a total hydraulic system faiure.

Lot of aircraft have dropped panels / bits (look at the Concorde rudder). The same goes for overheating tyres / brakes – these are not unique DC10 problems and so not be so treated.

I flew on N147US from Washington To Amsterdam in September 1997. Service was below average with a reasonable hot meal but poor ‘breakfast’ (a banana & muffin) Comfort was average, with limited IFE on 1 screen per cabin. Depending upon where you were seated you could have a restricted view.

The MTR systems in Hong Kong and Singapore are impressive.
The ‘L’ in Chicago is also ok – quite easy to get around on. The Washington DC subway system is extensive and goes to all the main tourist areas

Not quite a ‘bang out’ of a private jet but i recall an incident where a JP (jet provost) was being flown a guy with his brother along for the ride. They went upside down and the pilots brother literally fell out of the aircraft (seat became detached from plane)
Both survived.

Steve,

I can vouch for that as I was also there. (we met with Steve “birdstrike” Bridgewater”

Popham is also a good airfield for public access – it being my regular light field for events etc. It has one or more event’s most months (starting April 13th) until October and is well worth the trip.