And now it's actively discouraged in flight training.
There absolutely no problem what's so ever using full rudder deflection on an Airbus as long as your in the envelope to do so. What you can't do is cycle it max deflection from either side trying to lift the wing in a flight upset. Exactly the same as Boeing and any other aircraft type. Including c150 pa28 and other training types.
The problem with teaching rubbish is that it becomes the default rubbish which everyone believes. If you teach people the correct thing from the beginning then there is never any problem. Just like this pick the wing up with the rudder pish an aircraft and pax is also dead because of it. And people still think it's because of a defective design and not a defective method of controlling an aircraft.
The fact that nothing could have survived a cyclic load input that was applied to that tail doesn't matter.
And we were not smug at the time, genuinely confused because it was such a load of rubbish. The rate of application and the amount of yaw to get a significant induced roll moment is huge. And sail planes are the aircraft which you can get it to work in due to the span of the wing acting as a displacement amplifiyer and the relatively powerfully rudder.
Thinking that a 5 deg yaw squeeze by a student is going to give anything like the amount of roll effect that happens is just stupid.
The amount of control input should be appropriate to get the effect you want. Fixed wing powered it's going to be small, glider not so small in fact it feels huge some might say boot full compared to a light training aircraft.
Last edited by mad_jock; 14th Jun 2014 at 18:04.