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A learjet flight crew encountered multiple flight path control and system anomalies; some of which may have been self inflicted; immediately after takeoff. All were resolved with the assistance of ATC who provided a large block altitude in which they were able to return the aircraft to normal operations.
| Attributes | |
| ACN | 1010003 |
| Time | |
| Date | 201205 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Learjet 55 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Climb |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Aeroplane Flight Control |
| Person 1 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Commercial Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 60 Flight Crew Total 7580 Flight Crew Type 120 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Altitude Excursion From Assigned Altitude Deviation - Speed All Types Inflight Event / Encounter Loss Of Aircraft Control |
Narrative:
I was the flying pilot and PIC. The first officer ran the taxi and lineup checklist. Just after takeoff at the end of the first segment climb; I called for gear up. The first officer put the gear lever up and high pressure; hot air; high decibel level noise and particulate debris filled the cockpit and cabin. At V2+30 I called for flaps up. The first officer failed to respond to the command. All annunciators were cold at this time. The first officer then moved his left hand to the center pedestal and moved a switch after which pitch trim on the yoke was lost; the aircraft pitched up to 10 degrees and the pitch trim annunciator warning came on. Center had cleared us to 3;000 MSL. I locked both arms to try and stop the climb and; as the aircraft began to climb through 3;000 MSL; commanded the first officer to call departure and get a block altitude up to 12;000 MSL and to advise them we had both pitch trim and pressurization problems. Center cleared us to maintain a block altitude of 3;000 through 12;000 MSL. I then commanded the first officer to move the pitch trim to secondary and move the up/down switch to down and I was able to level the aircraft. I then selected pitch to primary and electric trim on the yoke became responsive again. Then the overspeed alarm came on and I reduced power in response. I again commanded flaps up but the first officer had become fixated on the engine instruments and did not respond so I selected flaps up myself. I called for the emergency pressurization to be reset. The first officer did not respond so I reached over and reset both emergency pressurization switches. The hot; high pressure; bleed air immediately shut off and I determined the aircraft was back to a fully nominal operational status. We advised ATC the aircraft was fully functional and we were able to continue the trip. As we climbed through FL190; I instructed the first officer to check on the passengers and explain the situation. The passengers were shaken up but medically fine and desired to continue the trip to our destination. The balance of the trip was normal.
Original NASA ASRS Text
Title: A Learjet flight crew encountered multiple flight path control and system anomalies; some of which may have been self inflicted; immediately after takeoff. All were resolved with the assistance of ATC who provided a large block altitude in which they were able to return the aircraft to normal operations.
Narrative: I was the flying pilot and PIC. The First Officer ran the taxi and lineup checklist. Just after takeoff at the end of the first segment climb; I called for gear up. The First Officer put the gear lever up and high pressure; hot air; high decibel level noise and particulate debris filled the cockpit and cabin. At V2+30 I called for flaps up. The First Officer failed to respond to the command. All annunciators were cold at this time. The First Officer then moved his left hand to the center pedestal and moved a switch after which pitch trim on the yoke was lost; the aircraft pitched up to 10 degrees and the pitch trim annunciator warning came on. Center had cleared us to 3;000 MSL. I locked both arms to try and stop the climb and; as the aircraft began to climb through 3;000 MSL; commanded the First Officer to call Departure and get a block altitude up to 12;000 MSL and to advise them we had both pitch trim and pressurization problems. Center cleared us to maintain a block altitude of 3;000 through 12;000 MSL. I then commanded the First Officer to move the Pitch Trim to Secondary and move the Up/Down switch to down and I was able to level the aircraft. I then selected Pitch to Primary and electric trim on the yoke became responsive again. Then the Overspeed Alarm came on and I reduced power in response. I again commanded flaps up but the First Officer had become fixated on the engine instruments and did not respond so I selected flaps up myself. I called for the Emergency Pressurization to be reset. The First Officer did not respond so I reached over and reset both Emergency Pressurization switches. The hot; high pressure; bleed air immediately shut off and I determined the aircraft was back to a fully nominal operational status. We advised ATC the aircraft was fully functional and we were able to continue the trip. As we climbed through FL190; I instructed the First Officer to check on the passengers and explain the situation. The passengers were shaken up but medically fine and desired to continue the trip to our destination. The balance of the trip was normal.
Data retrieved from NASA's ASRS site as of July 2013 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.