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An emb-145 captain reported excessive amounts of yoke movement were required to accomplish a desired pitch axis change.
| Attributes | |
| ACN | 1108341 |
| Time | |
| Date | 201308 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | CID.TRACON |
| State Reference | IA |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 145 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Elevator ControlSystem |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
Upon disconnecting the autopilot; pitch control felt sluggish. Had 4-6 inches of movement in yoke before elevator response. I verbally made note of condition and the first officer made comment of how much travel of the yoke I was making for even small pitch corrections.I was able to make adjustments and compensate for lack of elevator effectiveness for a given yoke input and elected to continue the approach in day VMC using the runway 27 ILS as a backup to the visual approach. In the flare I had to use much higher amount of control input to achieve proper landing. All normal operational events after landing were normal.the same issue had occurred with this aircraft one month prior. This was discovered during review of earlier logbooks by the first officer (not current logbook [on board the aircraft]). Maintenance initially had stated they did not have any record of a history with this issue on the aircraft.
Original NASA ASRS Text
Title: An EMB-145 Captain reported excessive amounts of yoke movement were required to accomplish a desired pitch axis change.
Narrative: Upon disconnecting the autopilot; pitch control felt sluggish. Had 4-6 inches of movement in yoke before elevator response. I verbally made note of condition and the First Officer made comment of how much travel of the yoke I was making for even small pitch corrections.I was able to make adjustments and compensate for lack of elevator effectiveness for a given yoke input and elected to continue the approach in day VMC using the Runway 27 ILS as a backup to the visual approach. In the flare I had to use much higher amount of control input to achieve proper landing. All normal operational events after landing were normal.The same issue had occurred with this aircraft one month prior. This was discovered during review of earlier logbooks by the First Officer (not current logbook [on board the aircraft]). Maintenance initially had stated they did not have any record of a history with this issue on the aircraft.
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.