Originally Posted by
slowplay
It's significant on many transport aircraft. DAL had an L1011 saved by a guy using thrust to control pitch when the left elevator jammed full up (Jack MacMahan). They were able to successfully land in LAX. UAL 232 used differential power to help with control.
Some safety studies blamed excessive use of rudder as part of the cause of American's Jamaica Bay A300 crash. Some 121 airlines had included a high angle of attack syllabus using rudder as a significant roll surface in the late 90's, and those programs went away shortly thereafter.
Then there's the Fairchild B-52 crash, which shows what slow speed, excessive bank angle and an overcontrolling pilot can do:
B-52 Crash at Fairchild Air Force Base - YouTube
Hey Slow,
I was an A300 LCA when American lost the A300 in Jamaica Bay. Rudder input did not go away completely as a result of that accident. Rather, it was relegated to a hail-mary status in a high alpha/ low speed event where pitch authority could not get the nose down, and aileron/spoiler input was insufficient to roll the aircraft.....rudder was carefully applied to get the nose below the horizon.....and no rudder reversal input.........is that your recollection ??
Regards,
BG