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Printed page 152. PDF page 166.
airplane. Finally, light rudder pedal forces and small pedal displacement contributed to the high sensitivity of the A300-600 rudder pedal system at high airspeeds and increased the airplane's susceptibility to a rudder APC event. 205 The NRC report notes thatOpen final at PDF page 166In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 154. PDF page 168.
chance of pilot surprise or confusion. The Safety Board concludes that, because of its high sensitivity (that is, light pedal forces and small pedal displacements), the Airbus A300-600 rudder control system is susceptible to potentially hazardous rudder pedal inputs atOpen final at PDF page 168In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 160. PDF page 174.
better protect against high loads in the event of large rudder inputs. 14. Because of its high sensitivity (that is, light pedal forces and small pedal displacements), the Airbus A300-600 rudder control system is susceptible to potentially hazardous rudder pedalOpen final at PDF page 174In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 25. PDF page 39.
Factual Information 25 Aircraft Accident Report force at higher airspeeds. The magnitude of the airplane's response to forces applied on the controls is a measure of the sensitivity of those controls. A more sensitive control requires less piOpen final at PDF page 39In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 29. PDF page 43.
but the hydraulic power available to move the rudder is limited and cannot overcome high vertical stabilizer aerodynamic loads, even with a pilot-commanded rudder input. Because this design adds an extra safety feature to prevent high vertical stabilizer loads, theOpen final at PDF page 43In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587
Printed page 146. PDF page 160.
of the variable stop rudder travel limiter system may be confusing to pilots only at higher airspeeds. In fact, the Board has found no indication of any undesirable sensitivity during conventional rudder use scenarios (that is, crosswind landings or engine-outOpen final at PDF page 160In-Flight Separation of Vertical Stabilizer, American Airlines Flight 587