SAFETYPEE and SWH
Well said. Could'nt phrase it better.
411a
neglecting your special love-relation concerning American Airlines all your other remarks how to handle or mishandle a large jet are appropriate IMHO.
WINO:
As you know there are two europeen airlines (AF and LH) which operated a number of A 300/306/R/310-200/300 in the past -partially until now- in huge numbers. Compared to that a fleet of 35 AC with AA is a "small" fleet.
Strolling through the floors/training departements/simulator briefing rooms and and talking to old buddies and presenting
some of your statements in different threads at PPRuNe most
people are NOT AMUSED.
As insiders know both incidents (A310) at MOW and Paris
had nothing to do with "oversensivity" or "breakout force" of the "unique" rudder system but everything with gross mishandling after pulling the TOGA lever unintentionally and missing knowledge of the consequences by not disconnecting the autopilot. This brave working horse A 310
at MOW even recovered itself 3 times flying on a vertical S flight path between full stall and x degree nose down pretty close to the ground. Stomping the rudder during this unusual handling overstressed the vertical stabilizer which was found out much later.
In this case the crew finally disconnected the AP, recovered and landed uneventful.
Your repeated statement of so many other airlines suffering problems with the A 300 rudder system or "pilot induced occilations in the yaw damper regime" are not factual.
BTW no repeat no european airline train or trained their crews the way AA did: Upset training scenarios in simulators outside their envelop refering to wake turbulance was no option on this side of the pond.
Regards