Originally Posted by
Denti
The funny thing is, that Boeing actually published a TIB in the aftermath basically saying: if you act as stupid as that pilot the same thing will happen (multiple repeated full travel inputs will lead to structural failure). Back then i was still on the 737-300/500, but it was still in the FCOM once we moved to the NG.
Afaik every Boeing limitations chapter explains to "avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw as they may result in structural failure at any speed". Important detail: avoiding "rapid control reversals" is valid in _any_ axis: yaw, but also pitch and roll.
The rudder limiting/reducing discussion isn't really important here, as the AA upset recovery focused on rudder _at low speed_. Which was countered by Airbus that at low speed the rudder is simply created for max effectiveness: engine failure at low airspeeds. The "rumors" were the AA upset recovery program was designed and influenced by people with a heavy military background, flying aircraft with high thrust-to-weight ratio's. This is actually mentioned in a footnote in the report: "
The Airbus chief test pilot indicated that fighter pilots are accustomed to using the rudder for evasive maneuvers when flying not far from stall speed but that large airplanes are not similar to fighter airplanes."
The report is indeed a must read for anything related to upset recovery.
"
It is important that the first actions for recovering from an airplane upset be correct and timely. Exaggerated control inputs through reflex responses must be avoided. It is worth repeating that inappropriate control inputs during one upset recovery can lead to a different upset situation."
https://www.ntsb.gov/investigations/...ts/AAR0404.pdf
As far as the original question is concerned: rudder (or any other flight control) manipulation should be a conscious act, not just "guesswork to get the thing moving as quickly as possible". The modern jetliner (and with that I even dare to include anything with a yaw damper) is controlled through dedicated controlled inputs. Those forces for those inputs are fairly similar over a wide range of jets and I honestly think a pilot has enough time to adapt through a type rating course and line training.