Every DC10 pilot I ever spoke to on the subject all agree that the DC10 is a fine plane.

Granted, it had some tragic problems early on. Perhaps a combination of a rush to production/introduction. Perhaps some things like non plug type cargo doors etc.

There is little doubt in my mind that the Douglas line of air transports were the finest flying planes built (also a nod to the Lockheed line too). But you had to be a pilot's pilot to make it fly as well as it could.

Those of you who are douglas guys...hats off to you.

I spoke to a very senior test pilot from Boeing a few years back, and asked him about the limitation on the use of flaps above FL200. His answer was quite simply that there are no airport known to Boeing above 18.000 feet ASL. Boeing builds Flaps strictly as a device to lower takeoff and landing speeds and as Boeing does not have any procedure that require the use of flaps for en-route operation and specifically advises AGAINST the use of flaps as a drag device, it would quite simply be a waste of resources to flight test with the intention to certify the use of Flaps above FL200.

The name of this chap I spoke to, appear on the front page of the FCTM on several Boeing transport aircraft, so I would say he knows what he's talking about. At least it seems to be the official party-line on the matter, aeronautical conspiracy theories aside...

Makes sense to me. Why test things that will never be used in those elements. Lapaz might be the highest airport anybody lands at and the restriction still is not a facter. Quito was high enough for me. I couldn't sleep at that altitude. Using an oxygen bottle to do cockpit and walk around duties can be avoided by not bidding them.

After reading through the whole post I thought of abandoning it but started to read the NTSB reports instead.

reference to the FCOM
http://www.ntsb.gov/dockets/aviation...075/423694.pdf

reference to the NTSB report
DCA08FA075

1st - reacting to an impending stall according to the FCOM (and good airmanship IMO) disconnect A/P and A/T and apply max thrust control pitch to limit altitude loss.

2nd - interesting that it states "at altitudes where performance may be limited" (which I think was the case at FL330) adjust configuration... - which makes me think "SLATS"?!

I would have opted for SLATS as well and given a dar... about overspeed as long as IAS was within limits (270 kt)

I guess that surprise might have been a factor.
And last but not least - another 2 pilots who will know their stuff for the future and I sincerely hope they are not blamed but left in peace contemplating what had happened, being happy to be alive and avoid such things in the future.

And about the DC10/MD10/MD11: I would do a real lot of things to get into an MD-11 (as the 10's may be out of reach today)