Airbus training support & services Rudder and Loads

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.02 Introduction

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.03 Contents Design and Certification Requirements Design and Certification Requirements Operational Summary Operational Summary Training Issues Training Issues

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.04 Contents Design and Certification Requirements Design and Certification Requirements Operational Summary Operational Summary Training Issues Training Issues

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.05 Design And Certification Requirements Vertical Stabilizer And Rudder Objectives Vertical Stabilizer And Rudder Objectives Effects Of Rudder Deflection On A/c Directional Control Effects Of Rudder Deflection On A/c Directional Control Loads On Vertical Stabilizer And Rudder Loads On Vertical Stabilizer And Rudder Certification Requirements Certification Requirements Rudder Deflection Limiting Devices Rudder Deflection Limiting Devices Yaw Control Schematics Yaw Control Schematics Summary Summary

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.06 To provide yaw stability To provide yaw stability To provide directional control (T/O and LDG with X-wind) To provide directional control (T/O and LDG with X-wind) To balance any yaw asymmetry (thrust and/or drag asymmetry) To balance any yaw asymmetry (thrust and/or drag asymmetry) Vertical Stabilizer And Rudder Objectives Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.07 Rudder deflection is the sum of: Rudder deflection is the sum of: Pedal input Pedal input Yaw damper input Yaw damper input Rudder deflection may be limited by a limiter (based on airspeed) Effect Of Rudder Deflection On A/C Directional Control Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.08 Roll order (p) (Turn Coord) Roll order (p) (Turn Coord) Yaw rate (r) (Yaw Damping) Yaw rate (r) (Yaw Damping) Control Law (ß) ** ** TLUTLU RudderDeflectionRudderDeflection * Except on A3456 ** on all FBW * Except on A3456 ** on all FBW ++ VCVC Mechanical Link (*) Mechanical YDYD Design And Certification Requirements Effect Of Rudder Deflection On A/C Directional Control

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.09 Rudder input: Rudder input: As a primary effect, will create a yaw moment inducing sideslip buildup (ß) As a primary effect, will create a yaw moment inducing sideslip buildup (ß) As a second effect, sideslip will induce roll As a second effect, sideslip will induce roll As a consequence, roll induced by a rudder input comes on with a time delay, except with FBW A/C with an active roll rate control law As a consequence, roll induced by a rudder input comes on with a time delay, except with FBW A/C with an active roll rate control law Design And Certification Requirements Effect Of Rudder Deflection On A/C Directional Control

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.010 Effect of a rudder pedal input: Effect of a rudder pedal input: Design And Certification Requirements Effect Of Rudder Deflection On A/C Directional Control Click on the picture to activate the animation

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.011 Abrupt and large rudder pedal input generates a dynamic yaw moment with very large transient sideslip (overshoot) Abrupt and large rudder pedal input generates a dynamic yaw moment with very large transient sideslip (overshoot) This large sideslip will induce a very large roll rate after a significant time delay (except on FBW A/C with an active roll rate control law) This large sideslip will induce a very large roll rate after a significant time delay (except on FBW A/C with an active roll rate control law) Design And Certification Requirements Effect Of Rudder Deflection On A/C Directional Control  Click on the picture to activate the animation

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.012 In flight, the pilot uses the rudder to control YAW In flight, the pilot uses the rudder to control YAW In order to zero sideslip by centering the ball or the index on a PFD In order to zero sideslip by centering the ball or the index on a PFD In order to align the aircraft with the runway axis in crosswind conditions In order to align the aircraft with the runway axis in crosswind conditions Design And Certification Requirements Effect Of Rudder Deflection On A/C Directional Control

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.013 In an emergency in which normal roll control is not available, rudder must be used to induce roll with great care : In an emergency in which normal roll control is not available, rudder must be used to induce roll with great care : Because the pilots generally have no experience with this type of maneuver Because the pilots generally have no experience with this type of maneuver Too much rudder, applied too quickly and held too long, may result in the loss of lateral and directional control of the A/C Because roll is induced by sideslip after a significant time delay Because roll is induced by sideslip after a significant time delay Because roll rate induced by sideslip is very high and will surprise the pilots Because roll rate induced by sideslip is very high and will surprise the pilots Design And Certification Requirements Effect Of Rudder Deflection On A/C Directional Control

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.014 If rudder is incorrectly used to bring wings level (wake turbulence, upset) or for defensive maneuvers: If rudder is incorrectly used to bring wings level (wake turbulence, upset) or for defensive maneuvers: The pilot will likely act abruptly on rudder pedals The pilot will likely act abruptly on rudder pedals Thus the A/C will severely over-yaw Thus the A/C will severely over-yaw Consequently, a large sideslip will develop, inducing a high roll rate with a time delay Consequently, a large sideslip will develop, inducing a high roll rate with a time delay Possible loss of control (except on FBW A/C with an active roll rate control law) and excessive loads Pilot surprise Opposite abrupt overreaction on pedals Cyclic rudder inputs Design And Certification Requirements Effect Of Rudder Deflection On A/C Directional Control

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.015 VERTICAL STABILIZER and RUDDER = SYMMETRIC AIRFOIL = SYMMETRIC AIRFOIL When the angle of attack of airflow (called sideslip on this vertical axis) = 0, and the rudder is not deflected When the angle of attack of airflow (called sideslip on this vertical axis) = 0, and the rudder is not deflected  NO SIDE FORCE is generated Loads On Vertical Stabilizer And Rudder Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.016 Click on the picture to activate the animation When rudder is deflected When rudder is deflected  SIDE FORCE = RUDDER INDUCED FORCE Design And Certification Requirements Loads On Vertical Stabilizer And Rudder

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.017 Click on the picture to activate the animation The rudder deflection causes the aircraft to yaw The rudder deflection causes the aircraft to yaw Which causes ß (angle of attack on the vertical stabilizer) to increase Which causes ß (angle of attack on the vertical stabilizer) to increase  SIDE FORCE (“lift”) on the vertical stabilizer increases Design And Certification Requirements Loads On Vertical Stabilizer And Rudder

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.018 Click on the picture to activate the animation If the rudder is reversed when the sideslip is established: If the rudder is reversed when the sideslip is established: Rudder induced force is added to sideslip induced force Rudder induced force is added to sideslip induced force The reversal is most critical if it occurs at the time of the maximum transient sideslip overshoot The reversal is most critical if it occurs at the time of the maximum transient sideslip overshoot Design And Certification Requirements Loads On Vertical Stabilizer And Rudder

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.019 Load definitions Load definitions Limit Loads are those maximum loads to be expected in service. Limit Loads are those maximum loads to be expected in service.  No permanent deformation of the structure occurs Ultimate Loads are far beyond the Limit Loads: Generally, UL = 1.5 LL Ultimate Loads are far beyond the Limit Loads: Generally, UL = 1.5 LL  The structure will not fail until at least Ultimate Loads are applied Certification Requirements Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.020 Regulatory Criteria requiring load analysis on the vertical stabilizer and rudder are based upon: Regulatory Criteria requiring load analysis on the vertical stabilizer and rudder are based upon: A set of roll conditions (roll maneuvers) A set of roll conditions (roll maneuvers) A set of yaw conditions (yaw maneuvers) A set of yaw conditions (yaw maneuvers) Engine failure dynamics Engine failure dynamics (includes at least a 2 seconds delay in response time) Gusts Gusts Design And Certification Requirements Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.021 Design And Certification Requirements Certification Requirements Regulatory Criteria requiring load analysis on the vertical stabilizer and rudder are based upon: Regulatory Criteria requiring load analysis on the vertical stabilizer and rudder are based upon: A set of roll conditions (roll maneuvers) A set of roll conditions (roll maneuvers) A set of yaw conditions (yaw maneuvers) A set of yaw conditions (yaw maneuvers) Engine failure dynamics Engine failure dynamics (includes at least a 2 seconds delay in response time) Gusts Gusts

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.022 YAW CONDITIONS are defined by certification requirements as: YAW CONDITIONS are defined by certification requirements as: “Sudden Pedal Input to the pedal stop (one way) must be structurally possible from V MCA to V D ” “Sudden Pedal Input to the pedal stop (one way) must be structurally possible from V MCA to V D ” “Sudden pedal release to neutral, from the steady-state sideslip achieved by a pedal input to the pedal stop, must be structurally possible from V MCA to V D ” “Sudden pedal release to neutral, from the steady-state sideslip achieved by a pedal input to the pedal stop, must be structurally possible from V MCA to V D ” Design And Certification Requirements Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.023 Structural design basis for the vertical stabilizer and rudder is based on the most severe loads identified for each individual set of conditions (not in combination) Structural design basis for the vertical stabilizer and rudder is based on the most severe loads identified for each individual set of conditions (not in combination) Loads resulting from yaw maneuvers and engine failure dynamics from V MC to V D /M D must remain within Limit Loads Loads resulting from yaw maneuvers and engine failure dynamics from V MC to V D /M D must remain within Limit Loads As a result, the full set of required conditions provides an appropriate level of structural strength for operation of a commercial transport A/C (validated by experience) As a result, the full set of required conditions provides an appropriate level of structural strength for operation of a commercial transport A/C (validated by experience) Design And Certification Requirements Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.024 The certification requirements do not consider inappropriate action on the A/C controls such as abrupt full or nearly full repeated rudder reversals The certification requirements do not consider inappropriate action on the A/C controls such as abrupt full or nearly full repeated rudder reversals Such inappropriate maneuvers may lead to: Such inappropriate maneuvers may lead to: A/C loss of control A/C loss of control Excessive loads and structural failures Excessive loads and structural failures Engine surging at high power setting Engine surging at high power setting V A (Design Maneuvering Speed), which is a design speed and NOT an operational speed, does not provide any protection for such inappropriate maneuver V A (Design Maneuvering Speed), which is a design speed and NOT an operational speed, does not provide any protection for such inappropriate maneuver Design And Certification Requirements Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.025 No operational circumstances require full or nearly full repeated rudder reversals No operational circumstances require full or nearly full repeated rudder reversals No Airbus procedures or recommendations require full or nearly full repeated rudder reversals No Airbus procedures or recommendations require full or nearly full repeated rudder reversals Design And Certification Requirements Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.026 The maximum rudder deflection is automatically limited as a function of airspeed: The maximum rudder deflection is automatically limited as a function of airspeed: To limit surface deflection compatible with Structural Requirements (single input only for yaw condition) To limit surface deflection compatible with Structural Requirements (single input only for yaw condition) While providing sufficient yaw control While providing sufficient yaw control Rudder Deflection Limiting Devices Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.027 Rudder Deflection Limiting Devices Rudder ( o ) VCVC VCVC Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.028 There are typically 2 types of limiters: There are typically 2 types of limiters: Variable Lever Arm Type (VLA): Variable Lever Arm Type (VLA): It reduces the maximum rudder deflection by changing the gearing between the rudder surface and the rudder pedals. As the airplane speeds up, the pilot must continue to fully deflect the rudder pedals to command full available rudder deflection although this full rudder deflection reduces with speed. Thus, the same force and rudder pedal displacement are required to achieve full available rudder deflection regardless of speed. Applicable to A300 - B2 / B4 aircraft Rudder Deflection Limiting Devices Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.029 There are typically 2 types of limiters: There are typically 2 types of limiters: Variable Lever Arm Type (VLA): Variable Lever Arm Type (VLA): Rudder Deflection Limiting Devices RUDDERPEDALDEFLECTIONRUDDERDEFLECTION LOW SPEED HIGH SPEED VARIABLERATIO SPEED RUDDERPEDALSOUTPUTRUDDERACTUATORSINPUT Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.030 There are typically 2 types of limiters: There are typically 2 types of limiters: Travel Limit Unit Type (TLU): Travel Limit Unit Type (TLU): The gearing between the rudder and rudder pedals does not change with speed. Since maximum rudder deflection is limited, rudder pedal travel will also be limited. As the A/C speeds up, the pilot has less rudder pedal deflection to achieve to get full available rudder deflection. Thus, less force and less rudder pedal displacement are required to achieve full available rudder deflection as airspeed increases. Applicable to A310 / and all FBW A/C with a mechanical rudder Rudder Deflection Limiting Devices Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.031 There are typically 2 types of limiters: There are typically 2 types of limiters: Travel Limit Unit Type (TLU) - Mechanical Rudder: Travel Limit Unit Type (TLU) - Mechanical Rudder: VARIABLESTOP SPEED RUDDERPEDALSOUTPUTRUDDERACTUATORSINPUT Rudder Deflection Limiting Devices RUDDERPEDALDEFLECTIONRUDDERDEFLECTION LOW SPEED HIGH SPEED Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.032 There are typically 2 types of limiters: There are typically 2 types of limiters: Travel Limit Unit Type (TLU) - Electrical Rudder: Travel Limit Unit Type (TLU) - Electrical Rudder: Rudder Deflection Limiting Devices RUDDERPEDALDEFLECTIONRUDDERDEFLECTION LOW SPEED HIGH SPEED FLIGHTCONTROLCOMPUTERS SPEED RUDDERPEDALSOUTPUT  RUDDERACTUATORSINPUT  Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.033 Full available rudder may be used for yaw control without the risk of exceeding limit loads with both type of limiters throughout the flight envelope: Full available rudder may be used for yaw control without the risk of exceeding limit loads with both type of limiters throughout the flight envelope: For take off and landings For take off and landings For directional control in case of engine failure For directional control in case of engine failure And for all other asymmetry cases And for all other asymmetry cases Rudder travel limiters do not protect against inappropriate use of rudder such as abrupt full or nearly full repeated rudder reversals. Rudder travel limiters do not protect against inappropriate use of rudder such as abrupt full or nearly full repeated rudder reversals. Rudder Deflection Limiting Devices Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.034 Yaw Control Schematics A300-B2 / B4 A300-B2 / B4 A A320 Family A320 Family A330 / A340 A330 / A340 A / 600 A / 600 Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.035 Yaw Control Schematics - A300-B2 / B4 GY Design And Certification Requirements RETURN

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.036 GY Yaw Control Schematics - A Design And Certification Requirements RETURN

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.037 Yaw Control Schematics - A320 Family Design And Certification Requirements RETURN

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.038 Yaw Control Schematics - A330 / A340 Design And Certification Requirements RETURN

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.039 Yaw Control Schematics - A / 600 RETURN Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.040 Limit Loads cannot be exceeded in NORMAL / ABNORMAL operations when a rudder travel limiter is operative for any single, sustained, full rudder input at any speed up to V D /M D Limit Loads cannot be exceeded in NORMAL / ABNORMAL operations when a rudder travel limiter is operative for any single, sustained, full rudder input at any speed up to V D /M D A succession of abrupt full or almost full rudder reversals may result in excessive loads, with rudder travel limiter operating and at any speeds of the flight envelope, even below V A. A succession of abrupt full or almost full rudder reversals may result in excessive loads, with rudder travel limiter operating and at any speeds of the flight envelope, even below V A. Summary Design And Certification Requirements

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.041 Rudder And Loads Contents Design and Certification Requirements Design and Certification Requirements Operational Summary Operational Summary Training Issues Training Issues

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.042 Rudder Must Be Used Rudder Must Be Used Rudder Should Not Be Used Rudder Should Not Be Used Rudder Must Not Be Used Rudder Must Not Be Used Operational Summary

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.043 The rudder must be used to control the aircraft yaw for: The rudder must be used to control the aircraft yaw for: X-wind T/O and Landing X-wind T/O and Landing A/C directional control in case of thrust asymmetry A/C directional control in case of thrust asymmetry A/C directional control in case of any other cause of asymmetry such as structural damage, thrust reverser deployment… A/C directional control in case of any other cause of asymmetry such as structural damage, thrust reverser deployment… In all these cases, and when needed, there is no restriction to use full rudder deflection made available by the rudder travel limiter In all these cases, and when needed, there is no restriction to use full rudder deflection made available by the rudder travel limiter Rudder Must Be Used Operational Summary

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.044 The rudder must be used to control the aircraft roll during failure cases where normal roll control is degraded or lost: The rudder must be used to control the aircraft roll during failure cases where normal roll control is degraded or lost: Only small and smooth rudder pedal inputs are required Only small and smooth rudder pedal inputs are required Rudder must be used with care, as per ECAM and/or checklist Rudder must be used with care, as per ECAM and/or checklist Too Much rudder, applied too quickly and held too long, may result in the loss of lateral and directional control of the A/C Rudder Must Be Used Operational Summary

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.045 The use of rudder is not recommended for: The use of rudder is not recommended for: Turn coordination (yaw dampers do provide this function) Turn coordination (yaw dampers do provide this function) Damping yaw in case of yaw damper(s) failure, as per ECAM and/or checklist Damping yaw in case of yaw damper(s) failure, as per ECAM and/or checklist The A/C dutch roll damps by itselfThe A/C dutch roll damps by itself If needed, lateral control is preferableIf needed, lateral control is preferable If rudder is used, there is a significant risk of aggravating the oscillationIf rudder is used, there is a significant risk of aggravating the oscillation Rudder Should Not Be Used Operational Summary

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.046 The rudder must not be used to induce roll when normal roll control is available: The rudder must not be used to induce roll when normal roll control is available: The pilot is not calibrated for this type of maneuver which can lead to a risk of over-control The pilot is not calibrated for this type of maneuver which can lead to a risk of over-control Large induced roll rate with time delay leads to pilot surpriseLarge induced roll rate with time delay leads to pilot surprise Pilot surprise may cause opposite over-reaction on the rudder and so leads to cyclic rudder reversalsPilot surprise may cause opposite over-reaction on the rudder and so leads to cyclic rudder reversals Undue rudder use for induced roll Undue rudder use for induced roll  Potential loss of control  Potential loss of control  Excessive loads, ultimately leading to structural failure  Excessive loads, ultimately leading to structural failure Note: FBW A/C with a normal roll rate control law available have a small sideslip induced roll, thus it is obviously inappropriate to use rudder in order to attempt to induce roll in such a case Rudder Must Not Be Used Operational Summary

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.047 Rudder And Loads Contents Design and Certification Requirements Design and Certification Requirements Operational Summary Operational Summary Training Issues Training Issues

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.048 There may be misconceptions among Commercial Airline Pilots regarding the use of flight controls: what may be done and what must be avoided on transport category aircraft. There may be misconceptions among Commercial Airline Pilots regarding the use of flight controls: what may be done and what must be avoided on transport category aircraft. These misconceptions may come from previous experience gained during training on military, non transport and some general aviation aircraft where emphasis is put on the use of rudder to maneuver the aircraft in roll, due to the limited authority of the normal roll control in certain circumstances. These misconceptions may come from previous experience gained during training on military, non transport and some general aviation aircraft where emphasis is put on the use of rudder to maneuver the aircraft in roll, due to the limited authority of the normal roll control in certain circumstances. This does not apply to most Transport Category Aircraft. Training Issues

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content 12/12/2002Rudder and Loads - V1.049 The limitations that exist with flight simulators may hide the fact that a maneuver which appears to be correct in the simulator may, in fact, be very dangerous in a real aircraft. Inability to duplicate realistic accelerations and aircraft reactions to control inputs outside the valid flight envelope can result in negative training. The limitations that exist with flight simulators may hide the fact that a maneuver which appears to be correct in the simulator may, in fact, be very dangerous in a real aircraft. Inability to duplicate realistic accelerations and aircraft reactions to control inputs outside the valid flight envelope can result in negative training. Training Issues

This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof. AN EADS JOINT COMPANY WITH BAE SYSTEMS 12/12/2002Rudder and Loads - V1.050 © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Content