Narrative:

On climb out after departing jfk on an assigned heading of 155 degrees, given clearance for left turn to bette intersection. I was manually flying the aircraft and initiated a shallow left turn. The aircraft started a hard right turn, it took full left aileron to stop the aircraft at approximately 60 degrees right bank. The aircraft did not recover until left rudder was applied. After regaining wings level attitude the aircraft flew normally. An emergency was declared and we returned to jfk for an uneventful landing. I do not know what caused the problem. The presence of the third pilot proved invaluable for situational awareness and handling the emergency. This statement is given at the request of air carrier concerning the operation of flight abc on mar/xa/00. I served as first officer and PF of this flight. The captain was PNF. The relief first officer was observing from the jump seat. The aircraft was a B767-300-er. Flight abc was the first day of our rotation. Flight abc was scheduled to operation from jfk to fra. The preflight phase, taxi and takeoff of flight abc were uneventful and normal and all system were observed as functioning normally. I was hand flying the aircraft on departure from jfk. We were climbing through 8000 ft to 9000 ft, on an assigned heading of 155 degrees, climb 1 power, 250 KTS and a clean confign. Bos center cleared us direct to bette intersection. Captain entered direct bette in the FMS and selected LNAV. I started an easy left turn, following the flight director and then momentarily scanned outside for other aircraft. I returned my crosscheck to the instruments and recognized the aircraft was in an uncommanded right roll approaching 60 degrees of bank. I applied full left aileron to stop the roll at 60 degrees of bank. As I applied full left aileron input I felt resistance in the yoke, as if the yoke was applying a right turn control input. I crosschecked the captain's instruments to confirm the aircraft was in a 60 degree right bank. The captain's instruments and my instruments indicated the aircraft in a 60 degree right bank. Both yokes were full left aileron with the rudder neutral. Relief first officer called out, 'try rudder.' I applied left rudder and the aircraft began to recover. We recovered wings level, approximately 7 degrees nose down, 300 KTS and several hundred ft lower. Captain called bos center for a heading and requested 250 KTS and 10000 ft. The aircraft flew normally after recovery. We analyzed the situation and observed no EICAS messages and the flight controls showed normal indications on the status page. Bos center reported that there was no aircraft in the area to cause wake turbulence for this flight. We declared an emergency, dumped 20000 pounds and returned for a normal (overweight) landing at jfk. Until the incident occurred the flight was normal, I observed no unusual WX or aircraft abnormalities. Callback conversation with reporter revealed the following information: crew was on a jfk to edff leg. The right roll was very rapid and took full left wing down lateral control input and left rudder to counteract. This lasted for about 5 seconds and then control became normal. The reporter does not know what was found. Statements have been given to the company, union air safety, the NTSB and the aircraft manufacturer. Numerous components have been replaced and the aircraft has been test flown.

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Original NASA ASRS Text

Title: B767 CREW HAD UNCOMMANDED R ROLL.

Narrative: ON CLBOUT AFTER DEPARTING JFK ON AN ASSIGNED HDG OF 155 DEGS, GIVEN CLRNC FOR L TURN TO BETTE INTXN. I WAS MANUALLY FLYING THE ACFT AND INITIATED A SHALLOW L TURN. THE ACFT STARTED A HARD R TURN, IT TOOK FULL L AILERON TO STOP THE ACFT AT APPROX 60 DEGS R BANK. THE ACFT DID NOT RECOVER UNTIL L RUDDER WAS APPLIED. AFTER REGAINING WINGS LEVEL ATTITUDE THE ACFT FLEW NORMALLY. AN EMER WAS DECLARED AND WE RETURNED TO JFK FOR AN UNEVENTFUL LNDG. I DO NOT KNOW WHAT CAUSED THE PROB. THE PRESENCE OF THE THIRD PLT PROVED INVALUABLE FOR SITUATIONAL AWARENESS AND HANDLING THE EMER. THIS STATEMENT IS GIVEN AT THE REQUEST OF ACR CONCERNING THE OP OF FLT ABC ON MAR/XA/00. I SERVED AS FO AND PF OF THIS FLT. THE CAPT WAS PNF. THE RELIEF FO WAS OBSERVING FROM THE JUMP SEAT. THE ACFT WAS A B767-300-ER. FLT ABC WAS THE FIRST DAY OF OUR ROTATION. FLT ABC WAS SCHEDULED TO OP FROM JFK TO FRA. THE PREFLT PHASE, TAXI AND TKOF OF FLT ABC WERE UNEVENTFUL AND NORMAL AND ALL SYS WERE OBSERVED AS FUNCTIONING NORMALLY. I WAS HAND FLYING THE ACFT ON DEP FROM JFK. WE WERE CLBING THROUGH 8000 FT TO 9000 FT, ON AN ASSIGNED HDG OF 155 DEGS, CLB 1 PWR, 250 KTS AND A CLEAN CONFIGN. BOS CTR CLRED US DIRECT TO BETTE INTXN. CAPT ENTERED DIRECT BETTE IN THE FMS AND SELECTED LNAV. I STARTED AN EASY L TURN, FOLLOWING THE FLT DIRECTOR AND THEN MOMENTARILY SCANNED OUTSIDE FOR OTHER ACFT. I RETURNED MY CROSSCHECK TO THE INSTRUMENTS AND RECOGNIZED THE ACFT WAS IN AN UNCOMMANDED R ROLL APPROACHING 60 DEGS OF BANK. I APPLIED FULL L AILERON TO STOP THE ROLL AT 60 DEGS OF BANK. AS I APPLIED FULL L AILERON INPUT I FELT RESISTANCE IN THE YOKE, AS IF THE YOKE WAS APPLYING A R TURN CTL INPUT. I CROSSCHECKED THE CAPT'S INSTRUMENTS TO CONFIRM THE ACFT WAS IN A 60 DEG R BANK. THE CAPT'S INSTRUMENTS AND MY INSTRUMENTS INDICATED THE ACFT IN A 60 DEG R BANK. BOTH YOKES WERE FULL L AILERON WITH THE RUDDER NEUTRAL. RELIEF FO CALLED OUT, 'TRY RUDDER.' I APPLIED L RUDDER AND THE ACFT BEGAN TO RECOVER. WE RECOVERED WINGS LEVEL, APPROX 7 DEGS NOSE DOWN, 300 KTS AND SEVERAL HUNDRED FT LOWER. CAPT CALLED BOS CTR FOR A HDG AND REQUESTED 250 KTS AND 10000 FT. THE ACFT FLEW NORMALLY AFTER RECOVERY. WE ANALYZED THE SIT AND OBSERVED NO EICAS MESSAGES AND THE FLT CTLS SHOWED NORMAL INDICATIONS ON THE STATUS PAGE. BOS CTR RPTED THAT THERE WAS NO ACFT IN THE AREA TO CAUSE WAKE TURB FOR THIS FLT. WE DECLARED AN EMER, DUMPED 20000 LBS AND RETURNED FOR A NORMAL (OVERWEIGHT) LNDG AT JFK. UNTIL THE INCIDENT OCCURRED THE FLT WAS NORMAL, I OBSERVED NO UNUSUAL WX OR ACFT ABNORMALITIES. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: CREW WAS ON A JFK TO EDFF LEG. THE R ROLL WAS VERY RAPID AND TOOK FULL L WING DOWN LATERAL CTL INPUT AND L RUDDER TO COUNTERACT. THIS LASTED FOR ABOUT 5 SECONDS AND THEN CTL BECAME NORMAL. THE RPTR DOES NOT KNOW WHAT WAS FOUND. STATEMENTS HAVE BEEN GIVEN TO THE COMPANY, UNION AIR SAFETY, THE NTSB AND THE ACFT MANUFACTURER. NUMEROUS COMPONENTS HAVE BEEN REPLACED AND THE ACFT HAS BEEN TEST FLOWN.

Data retrieved from NASA's ASRS site as of July 2007 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.