write:On March 11 2002 the vertical stabilizer on the airplane was inspected fordamage at American Airlines’ maintenance facility in Tulsa. As stated in section 1.16.4. 2and in table

Airbus provided American with a list of inspection tasksto be performed on the airplane and indicated that it wanted to receive information on theinspection results. On June 27
American forwarded Airbus the results of theadditional inspections tasks. According to Airbus
the inspection report noted somedamage to the wing areas and engine nacelles but no damage on the vertical stabilizer orfittings. A June 30
internal Airbus memorandum indicated that American hadconducted the inspections with an airline structural engineer present and that no findingsresulted from the inspections. On March 11
the vertical stabilizer on the airplane was inspected fordamage at American Airlines’ maintenance facility in Tulsa. As stated in section in table 7
this nondestructive inspection revealed delamination damage (plyseparation) on the right rear main attachment fitting. The delamination area wasconnected to the lughole surface
but this area is not normally visible unless theattachment pin has been removed. After the inspection
American removed the verticalstabilizer from service
and the left and right rear main attachment fittings were tested atAirbus’ Hamburg facility (see section 1991 Interflug Incident On February 11
an Airbus A310 operated by the German airline Interflugexperienced an in-flight loss of control during a missed approach to runway 25L atSheremetyevo Airport in Moscow
Russia. None of the 9 crewmembers and100passengers was injured.The flight
which had departed from Schonefeld Airport in Berlin
wasuneventful until the airplane was at an altitude of 1
550 feet. At that point
ATC instructedthe pilots to go around because of a blocked runway. The pilots initiated the go-aroundmaneuver with the autopilot engaged at an altitude of 1
275 feet. Afterward
the airplaneentered an extreme pitch angle
which resulted in a severe loss of speed and
at an altitudeof 4
000 feet
a breakdown of airflow over the wing and a subsequent stall. The airplanedescended to 1
700 feet
at which point the pilots used full engine power to make a steepclimb. The airplane subsequently stalled three more times. After several minutes
thepilots stabilized the airplane at 11
000 feet. The pilots landed the airplane manually. The probable cause of this incident was movement of the control column by thepilot while the airplane was flying in go-around mode under AFS authority. The crew wasnot informed about AFS behavior at this stage of the flight.159 According to FDR data (provided to the Safety Board after the flight 587accident)
the Interflug pilot made alternating rudder inputs of about one-third of the fullpedal deflection. The speed of the airplane varied during this time. When the airplane159 Report on the Investigation of the Abnormal Behaviour of an Airbus A310-304 Aircraft on11.02.1991 at Moscow
Air Accident Investigation Department at the German Federal Office of Aviation
Reference 6X002-0/91.


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