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Printed page 4. PDF page 18.
airplane performance study, the vertical stabilizer's right rear main attachment fitting fractured at 0915:58.4,16 and the vertical stabilizer separated from the airplane immediately afterward. At 0915:58.5, the CVR recorded the sound of a loud bang.17 At that time, the airOpen final at PDF page 18In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 5. PDF page 19.
about 7º to the left. At 0915:58.4 (the time that the right rear main attachment fitting fractured), the rudder was deflected between 10º and 11º to the right, the sideslip angle was between 11º and 12º to the right,22 andOpen final at PDF page 19In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 58. PDF page 72.
especially interested in determining the loads when the right rear main attachment lug fractured (0915:58.4). This time was established by the following: The sideslip and heading angles in the Safety Board's simulations of the accident flight diverged from thoseOpen final at PDF page 72In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 78. PDF page 92.
last three statements before 0915:58.4 (when the right rear main attachment fitting fractured) showed progressively increasing fundamental frequency values that were significantly higher than those of his previous statements. These last three statements reached a highOpen final at PDF page 92In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587