What I meant in the rudder/aileron coordination would be as the roll kept increasing, the rudder would not have kept up, since the ailerons were locked in a certain position? As the roll kept increasing, the aileron setting would not have matched with yoke position, and the uncoordinated controls would have felt "skid dish" on the cheeks. IOW, the airplane would have signaled an aileron problem before they tried to recover. Also, they would have selected a specific roll angle, the aircraft roll would need to be "stopped" at a certain value, and held in neutral aileron to acquire a smooth and consistent turn rate. I don't buy that the pilots were unaware of the problem prior to excessive roll, they would have known something was wrong when they selected an angle to sustain, tried to stop roll, and the bank kept increasing....follow? But even before that, the skid would have alarmed them.
If unresponsive in roll, the Captain would have instantly retarded the thrust levers on the two port side power plants. There would have been a very powerful turn to the left, and any rudder selected by the Commander would have easily overpowered the "linked springloaded" roll design....problem solved.
He May have also selected Nose Down, but the immediate roll left would eliminate the pre stall buffet?
At one hundred feet, Nose Down would be a last resort?
Unless, the starboard power was compromised in some way, by engine failure. If power (thrust) on the right side was compromised, any turn to the right is trouble.
Last edited by Concours77; 2nd Dec 2017 at 22:04.