Why were the space shuttle’s flight controls only certified for low airspeeds? Somewhat ironically for a vehicle designed to reach orbital speed, the space shuttle’s flight control system was only certified for airspeeds up to 333 KIAS, and exceeding 470 KIAS (the maximum allowable in dire emergency) would have led to an immediate loss of control.  This constraint was the reason for at least two, and possibly three, of the low-survivability zones in the event of a triple engine failure (go to page 14 of the linked PDF and look at the number of times it says “excessive EAS during pullout”1).

In contrast, essentially all modern jets have flight controls certified to well over 500 KIAS, and capable of safely controlling the aircraft at airspeeds considerably higher still.

Given the lethal effects of an overspeed-induced loss of control during an emergency situation, why were the shuttle’s flight controls certified with such a ridiculously low maximum airspeed?



1: Technically, it uses KEAS (knots equivalent airspeed) instead of KIAS (knots indicated airspeed), but, assuming that your airspeed indicator is properly calibrated and the pitot-static system on your aircraft is working properly, KEAS=KIAS.
From what I understand the limits seem to be related to contingency maneuvers such as RTLS or TAL where the external tank was still attached. These were only possible after the solid rocket boosters had been jettisoned, but while the external tank was still attached.

I couldn't find any altitude references for RTLS, but according to this 
TAL required the shuttle to fly to around 350.000 feet. RTLS would have been at a lower altitude and required a 180 degree turnaround. Doing these maneuvers with the ET places a higher stress on the vehicle resulting in black zones. Wayne Hale also mentions this in an old blog post, but doesn't go into specifics.