Thankfully, most of us do not get involved with upset conditions too often in our careers. My only experience was VERY minor and occurred shortly after "heavy jets" made their appearance.
Descending into the LA basin one evening we experienced a SMOOTH roll which occurred without any turbulence and required almost full aileron to counteract. In addition to the aileron input, the angle of descent was changed slightly, suspecting the problem to be jet wash.
Checking with center, it was learned that sure enough, a heavy 40 miles ahead of us had just touched down. There was a calm wind that evening and that "STUFF" just sat there on the approach.
The only other RUDDER story I recall, came from the TWA training center in the early days of our jet operation. Those things had four engines in those days and depending on which engine was cut on take-off, obviously the rudder input required would vary.
One of our very finest instructors, Buddy Haggins, was asked by the gentleman checking him out: "How much rudder are you gonna use when that engine gets "cut" ?
His reply was: "Whatever it takes".
That advice would probably be just as good today as it was then.
A rudder pressure reducing system similar to that on the 1011 seems to think just like Capt Buddy Haggens.
Randy Kramer
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