How would the LME work on the interior structure of the plane? The skin has little structural strength but does streamline the structure and I suppose if it was weakened to peel away, turbulence could shear structural bolts or welds. The tail section of 587 appeared to be cleanly detached from the fuselage and not obviously torn. Vibration of the tail could have loosened or fractured bolts or welds sufficiently to break away under the forces of take-off and/or turbulence from the preceding 747. Still, if the tail was subject to vibration that would have made its attachments a likely assembly to check frequently. Several recent FAA airworthiness directives for the A300 listed problems needing attention but nothing on the tail assembly. Which doesn't mean squat necessarily, since expected accidents usually don't happen. However, because tails seldom come loose, I understand, if an attacker wanted to do the unexpected on a part little suspected of failure, the tail connection would be a good target. One pilot was quoted as saying no better failure could have been arranged to assure disaster. That is, loss of tail is not in featured the emergency recovery manual -- at least in civilian aircraft. I believe loss of tail is included in military emergency planning due to their being good vertical targets for missiles, shells and shrapnel. Some military tails are oversized for the plane to survive loss of a good portion of the tail (although not likely for entire tail loss except for two-tailed craft).