From Defense Daily
https://www.defensedaily.com/america...uncategorized/
From this article
"However, in their 1997 letter, the manufacturers and the FAA representative said they had a "concern" about "excessive emphasis on the superior effectiveness of the rudder."
"Rudder reversals such as those that might be involved in dynamic maneuvers created by using too much rudder in a recovery attempt can lead to structural loads that exceed the design strength of the fin," the letter warned.
Perhaps more telling is the May 27, 1997, memorandum sent to Ewell by Capt. Paul Railsback, then the airlines manager of flight operations, technical. The memorandum was sent following the Flight 903 upset earlier that month. Prophetic in hindsight, Railsback attributed the upset to "excessive rudder inputs by the crew" as a result of their AAMP training and that the airline was "at grave risk of a catastrophic upset because AAMP is teaching dangerous aerodynamic theory."
Railsback expressed his concern more bluntly in a deposition taken in April 2003."
About that same time I had lounged a similar complaint that was also ignored
Cecil Ewell referred to was the VP of flight at the time of the Railsback letter, Cecil had been a copilot of mine and was a dinner party guest. He was being celebrated at that time as the savior of an A300 (AAs first one) and told us the story. A fuel leak had developed in the pylon on a flight from New York to San Juan. They were over water and so much fuel was leaking they couldn't get to land. They had used the A300check list but that had not helped. Cecil got on the HF and called for help. A Eastern flight told him to pull the fire handle and he did cutting off the leak and saved the plane. RJ Hart, a great guy, that I had flown copilot for was also at the party, shakes his head and says damn using HF when you have vaporized fuel trailing. The HF arcs like hell you are lucky you weren't blown out of the sky.' Not knowing Cecil would rise to be my boss. I open my dumb big mouth. I said - Cecil don't you know every aircraft certified for 121 ops in the US has to have a cutoff valve located in the wing root activated by the fire handle? Screw the check list use your GD brain. I would have been wiser to keep my mouth shut.