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Printed page 4. PDF page 8.
runway. The last stable takeoff thrust! on the No. 1 engine was recorded 2 sec before liftoff. One second later, the word "damn" was recorded on the CVR, and then the CVR ceased operating. } One second before liftoff andOpen official document at PDF page 8NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page 5. PDF page 9.
for 31 sec. It lifted off at V, +6 KIAS and at 10° piteh attitude. Two seconds after liftoff, the DFDR reading for the No. ‘1. engine's N 1 was zero,‘the No: 2 engine's N:. speed was increasing through 101,Open official document at PDF page 9NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 28.
begin at the slat-retracted-airspeed schedule, the stickshaker activated 7 sec after liftoff and the pilot flew the aircraft at the stickshaker boundary speed of 167 to 168 KIAS (V, + 15). Also, when'V, + 10 was obtained and the pilotOpen official document at PDF page 28NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 29.
controllability. In many of the test runs, the stickshaker activated at or just after liftoff, and the pilots altered the aircraft's attitude and airspeed in response to the warning. A loss of thrust from an engine during the takeoff rollOpen official document at PDF page 29NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page 67. PDF page 71.
2). 26) agile + The engine and pylon assembly separated eitherjat or immediately after liftoff. The flighterew -was committed. to continue: the takeoff. oo. me The aft end of the pylon assembly, began. ‘to. separate in ‘the forward flange ofOpen official document at PDF page 71NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago