Embraer 145 crew reported a rudder control malfunction during the landing. The Captain pulled the steering disconnect lever and regained control of the rudder during the landing rollout and taxied to the gate.
Synopsis
Embraer 145 crew reported a rudder control malfunction during the landing. The Captain pulled the steering disconnect lever and regained control of the rudder during the landing rollout and taxied to the gate.
Narrative
We accepted an aircraft with an inop Autopilot for a short flight from ZZZ1 to ZZZ. The overall flight went really well. Upon touchdown at ZZZ. My Captain (PF) asked if I was interfering with the rudder pedals in anyway. I responded:No". The airplane drifted a few feet left of centerline. I hopped on the rudders to assist Captain with directional control. The rudder pedal resistance was too great and Captain pulled the steering disconnect lever. The rudder instantly became controllable and the nose wheel felt like it was castering. We maintain directional control and came to a complete stop on the runway. We got a yaw damp fail message only. Advised ATC that we had a steering malfunction. We assessed the situation and determined the was no further threats to the flight. With asymmetrical thrust and breaking; we slowly taxied to the gate and deplaned.Suggestion: The Autopilot was MEL'd inop without knowing the initial cause of the failure. The Autopilot & yaw damp system clearly was a contributing factor to this incident. Perhaps this is an opportunity to add further steps to an MEL anytime the action envolves or could influence directional control."
Second reporter narrative
While flying into ZZZ with INOP Autopilot everything was indicating appropriately until the landing phase of the flight. When in the flare; I tried adding wind correction to find rudder pedals to be extremely stiff. I opted to landing the aircraft; rudder pedals still felt the same; asked FO (First Officer) if his feet were on the pedals. He said they weren't; I pressed again with force; we got a YD Fail Caution Message. At the same time I was pressing the Steer Disengage button; full thrust reversers; and max breaking were being applied. The FO joined me ad assisted at the rudder pedals to bring the aircraft to a complete stop safely and uneventfully on the runway. We then assessed the situation; talked to the FA (Flight Attendant)/passengers; then used differential breaking/thrust to taxi the aircraft off the runway. We ran our QRH; re-assessed the situation and agreed that it was safe to continue to our gate using the same methods used to get off the runway. Once at the gate Maintenance was contacted.Suggestion: With an Autopilot; even though it is legal after following MEL requirements; the root cause should be found before having aircraft dispatched again since it is directly associated with other systems.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.