Narrative:

Our aircraft had a write-up from the previous crew concerning the rudder ratio system. The write up in the log book had been signed off. We had the identical rudder ratio problem develop after take off. I wrote up the problem on arrival. It then took me about 1:20 to get from the aircraft; clear customs; go through security; get the new release; check weather; and make my way back out to the aircraft. Maintenance had already been to the aircraft and signed off my log book entry. My first officer told me that the mechanic explained that the previous maintenance work had not cleared the fault messages and this was the probable cause for the recurrence. We again took off and the rudder ratio message reappeared. During climb; the first officer (pilot flying) noted that; with a computed 11 knot crosswind; it had taken an abnormal amount of rudder to maintain runway alignment. What this implied to me was that this was more than just a nuisance alert; it was an indication that we were failed in the high speed mode.I attempted to communicate with dispatch to determine if they wanted us to return; but the responses I was getting indicated that they did not understand that it was a rudder ratio failure and not just a rudder ratio light failure. After considering that the aircraft would be shot down at our foreign destination; probably needing at least parts to be flown in for repair; and that the runway is relatively short and narrow with rising terrain nearby to the south; I decided that to continue would pose an unacceptable risk and that returning to our departure airport was our best option.

Related reports:

Google
 

Original NASA ASRS Text

Title: After suffering the third recurrence of a Rudder Ratio fault the flight crew of a B757-200 opted to return to the departure airport for maintenance.

Narrative: Our aircraft had a write-up from the previous crew concerning the Rudder Ratio system. The write up in the log book had been signed off. We had the identical Rudder Ratio problem develop after take off. I wrote up the problem on arrival. It then took me about 1:20 to get from the aircraft; clear Customs; go through security; get the new release; check weather; and make my way back out to the aircraft. Maintenance had already been to the aircraft and signed off my log book entry. My First Officer told me that the mechanic explained that the previous maintenance work had not cleared the fault messages and this was the probable cause for the recurrence. We again took off and the Rudder Ratio message reappeared. During climb; the First Officer (pilot flying) noted that; with a computed 11 knot crosswind; it had taken an abnormal amount of rudder to maintain runway alignment. What this implied to me was that this was more than just a nuisance alert; it was an indication that we were failed in the high speed mode.I attempted to communicate with Dispatch to determine if they wanted us to return; but the responses I was getting indicated that they did not understand that it was a Rudder Ratio failure and not just a Rudder Ratio light failure. After considering that the aircraft would be shot down at our foreign destination; probably needing at least parts to be flown in for repair; and that the runway is relatively short and narrow with rising terrain nearby to the south; I decided that to continue would pose an unacceptable risk and that returning to our departure airport was our best option.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.