write:The managingdirector of flight operations technical suggested that American Airlines take “immediatecorrective action to change our training programs and advise our flight crews

which isslow to take effect but then rapidly becomes uncontrollable
resulting in a spin
snap roll
or pilot-induced oscillation.•Yaw dampers remain active at high AOAs
with unpredictable and perhapsadverse consequences.•Transport-category airplanes are designed so that ailerons are effective at slowairspeeds and high AOAs. •The Boeing chief test pilot said that he “vehemently disagreed” with theaggressive use of rudder at high AOAs because “it is extremely dangerous andunpredictable.” The McDonnell Douglas chief test pilot expressed “seriousconcerns and disagreement” about the rudder theories presented in the AAMP. In addition
the memorandum stated that American Airlines was conducting highAOA training in simulators that did not accurately replicate the behavior of the airplaneand was “very likely” to provide a false sense of confidence to pilots. The managingdirector of flight operations technical suggested that American Airlines take “immediatecorrective action to change our training programs and advise our flight crews of thecorrect nature and danger of rudder inputs at high angles of attack.”1.17.1.2.6 Training Simulator StudyOn December 4
2002
members of the human performance group conducted astudy in the American Airlines A310/300 training simulator to examine the AAMPexcessive bank angle recovery exercise that the accident pilots completed.144 Afterreceiving initial AAMP ground training and an AAMP simulator briefing
145 six pilotsfrom the group performed the exercise multiple times using different pilot input strategies.The simulator instructor set up the exercise as a departure behind a 747 andinitiated a roll event when the airplane was banked at an altitude between 2
000 and2
500feet and an airspeed of about 240 knots. The airplane exhibited an uncommandedroll in one direction (determined arbitrarily by the computer) followed immediately by asubstantial uncommanded roll in the opposite direction. The simulator momentarilyinhibited the airplane’s response to pilot roll and yaw inputs during the event to allow the144 The training simulator study did not include any of the changes to the excessive bank angle recoveryexercise that were introduced after the flight 587 accident.145 During the briefing
the simulator instructor stated that the amount of bank generated during theexercise could be a function of the pilot’s response
a quick reaction might prevent an excessive amount ofroll
and some coordinated rudder should be used during the recovery. This simulator instructor providedthe accident first officer with his A300-600 upgrade training and his initial A300-600 recurrent training.