Wino,
I certainly cannot agree with your reasoning.
Altho the A300-600 may indeed have a poorly or oddly designed rudder limiter from a pilots perspective, nevertheless if American Airlines had not institued their Anvanced Maneuvering Course, as it was at the time, and insisted that pilots use the rudder in an excessive manner during so called 'upsets', AA587 would undoubtedly not have crashed.
And, even if you further claim that the specific maneuvering course was not designed with the idea of using the rudder to an excessive degree, American is still guilty of not using due care in supervising and training properly the First Officer in question, who clearly on previously reported circumstances, was known to have used excessive rudder on previous flights, even in other aircraft.
So, American Airlines, even if they did not know of any deficiency with the A300-600 rudder limiter, nevertheless showed very poor thought process in designing and implementing the advanced maneuvering course in the first place, knowing full well that excessive rudder inputs are very bad news at higher speeds.
Oddly enough, American Airlines was the first US operator to have a problem with large rudder inputs (due to a hydraulic actuator problem), when an AA B707 experienced a rudder hardover in 1960, departing IDL (now JFK), and went straight into the drink in Flushing Bay, with all on board lost.
Altho this particular accident with the 707 was not the result of pilot induced inputs, it nevertheless aptly demonstrates just what can happen to an aircraft, when the rudder travels to the stops, pilot induced or otherwise, at inappropriate times.
A pig is a pig, no matter how much lipstick you put on it.
AA is guily as hell, and the NTSB report is right on target, in my opinion.