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Printed page label not indexed. PDF page 26.
tests were conducted at MecDonnell- ~Dpouglas to determine‘ ‘the stress distribution and residual strength of the aft. bulkhead under various load conditions with cracks in the forward flange. The aft bulkhead was mounted in a cantilevered-structure that simulated the aftOpen official document at PDF page 26NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 55.
resulted from a complete failure of the forward flange of the aft bulkhead after its residual strength had been critically reduced by a maintenance- -induced crack which had been lengthened by service loads. 1 i} The flighterew of Flight 191Open official document at PDF page 55NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 60.
bulkhead flange could be detected visually before it was 3 inches long and that the q residual strength of the damaged element would far exceed the operational load requirements. Based on these criteria, the analysis and, tests showed that theOpen official document at PDF page 60NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page 67. PDF page 71.
caused -by a complete failure of the forward flange of the aft bulkhead. after its. residual strength had been critically reduced by ‘the. fracture. and The overload fracture and fatigue. ‘cracking. (on. the. pylon aft bulkhead's upper flange were theOpen official document at PDF page 71NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago