AAMP
 

Who here remembers the American Airlines Advanced Aircraft Maneuvering Program lecture series?
How many of these principles still apply today?

https://www.youtube.com/watch?v=35Zy_rl8WuM
https://www.youtube.com/watch?v=FxXwqAm1a-Y
https://www.youtube.com/watch?v=WfNBmZy1Yuc
https://www.youtube.com/watch?v=pN41LvuSz10

Some of these are still shown during indoc.

What a great series of lectures. Really keeps you engaged. click click, click click. And im happy that pilots are no longer using autopilots to avoid midairs in the sims. I hope.

Which ones are still used for indoc? Im guessing children of the magenta and cfit?

Absolutely remember this stuff! Really REALLY good presentation, even twenty years on. Thanks for finding it.

Read the NTSB AA 587 crash report. They faulted the AAMP program in the report.

I thought it was a good program.

I haven’t re-watched these vids yet, but I don’t remember him ever advocating rapid full rudder usage, with rapid reversals of rudder input.

As far as I and many others are concerned, that FO panicked and over-reacted with the rudder. However, we all learned as a result of that accident that the rudder was never designed for that sort of rapid back and forth use, even well below Maneuvering speed.

Overall, that program was a huge asset to us.

They did advocate that....

I remember seeing a video of it on a documentary years ago.

From what I understand, that rudder technique has some applicability for planes with small wings-like fighters..... But I don't think it had any place being taught in regards to airliner ops.

Rewatch the videos. Vandenberg didn't advocate rapid rudder inputs reversals.

It has to do with rudder crossover speed. It applies to light aircraft, airliners, fighters, etc. At high AOA the rudder can have more roll authority than the ailerons. Vandenberg said "if you're at high AOA and the plane isn't rolling with the ailerons, considering using some rudder. But as anyone who's done spin training will tell you that's also how to enter a spin. So be very careful using the rudder."

You can verify where it occurs in any aircraft. Put in large cross control inputs and check at which speed the plane won't roll. Lower AOA will reduce in rolling with the aileron input. Higher AOA will roll with the rudder input.

Panic isn't the right word. The A300 was the most sensitive rudder in the airline industry. That, and the sensitivity of the old style rudder limiters, wasn't well known prior to the crash. So a healthy rudder input by the startled FO resulted in a 'startle' reflex and he put in an oppposite rudder input, and that surprised him. Similar to a PIO and it went back a forth a couple more times before the vertical stabilizer failed due to loads above the design limit.

AA 587 was a classic example of a huge world supplier of aircraft (Airbus) being protected by the investigative agency (NTSB) to cover up Airbus's gross negligence.

The rudder limiter on the A300-600 was a monster very few pilots knew about. But to blame Airbus would have put that company in serious jeopardy. So, what to do?

Find a convenient vehicle to channel the blame and protect Airbus at all costs. That vehicle was AAMP and the pilots' rudder inputs.

Case closed, "pilot error." What a crock.

AA 587 had **NOTHING** to do with AAMP and **EVERYTHING** to do with the poor design and lack of info on the A300-600 rudder limiter. F/O Sten Molin had no absolutely no idea the rudder was deflecting fully when he made very small inputs to help arrest the high roll rates that full aileron inputs only were not arresting. Every one of us would have done the same thing. Full aileron not stopping the roll rate? Of course we add some rudder. But we don't wanna put Airbus out of business now, do we?