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BE400 crew was having directional control problems with the aircraft. This appeared to cause less than legal separation with another aircraft.
| Attributes | |
| ACN | 544737 |
| Time | |
| Date | 200204 |
| Day | Mon |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : vrb.airport |
| State Reference | FL |
| Altitude | msl single value : 3000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zma.artcc tower : vrb.tower tower : ric.tower |
| Operator | general aviation : corporate |
| Make Model Name | Beechjet 400 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | artcc : zma.artcc |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Person 1 | |
| Affiliation | company : corporate |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 120 flight time total : 5300 flight time type : 1300 |
| ASRS Report | 544737 |
| Person 2 | |
| Affiliation | company : corporate |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | aircraft equipment problem : critical conflict : airborne critical other anomaly other anomaly other other spatial deviation |
| Independent Detector | aircraft equipment : tcas aircraft equipment other aircraft equipment : rudder trim indicator other flight crewa other flight crewb |
| Resolutory Action | flight crew : diverted to another airport flight crew : landed as precaution flight crew : overrode automation flight crew : regained aircraft control none taken : detected after the fact other |
| Consequence | other |
| Miss Distance | horizontal : 3000 vertical : 500 |
| Supplementary | |
| Problem Areas | Aircraft Flight Crew Human Performance |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation |
Narrative:
About 2 mins after takeoff and during hand flying in a very smooth morning and while accelerating to 250 KIAS and passing 3000 ft MSL, I started to have a little difficulty maintaining heading. This difficulty was increasing rapidly. Initially, I was thinking that the cause was a floating spoiler, so I told the PNF to check on her wing and see if she could see something abnormal, and I was doing the same thing at the same time. While doing all of this, ATC was giving us heading and altitude to maintain, which we couldn't comply exactly with (especially with heading) because the fact of trying to keep the airplane flying was keeping us really busy and it was extremely hard to maintain heading in such conditions. There were moments where both pilots had to be at the controls at the same time. I tried to apply differential power settings and it helped up to a certain point, but then when we needed to comply with climbing instructions from ATC, it was necessary to apply power on both sides again. In the meantime, I realized that the cause or reason of the flight control problem was a rudder trim runaway, by looking at the rudder trim indicator. (In the beechjet 400A, the rudder trim system is the only one that does not have a horn when it is running away.) ATC asked us if we were declaring an emergency, which we replied 'no,' that all we wanted was to go back to the airport and asked for a different heading. We told them that we were experiencing problems, to keep specified heading and that we were going back for a landing. While trying to maintain heading, I asked for emergency checklist (rudder trim runaway) and we executed the appropriate procedure. While slowing down the airplane, I started to get more control of the airplane so I asked for approach and before landing checklist and made a landing without any problem.
Original NASA ASRS Text
Title: BE400 CREW WAS HAVING DIRECTIONAL CTL PROBS WITH THE ACFT. THIS APPEARED TO CAUSE LESS THAN LEGAL SEPARATION WITH ANOTHER ACFT.
Narrative: ABOUT 2 MINS AFTER TKOF AND DURING HAND FLYING IN A VERY SMOOTH MORNING AND WHILE ACCELERATING TO 250 KIAS AND PASSING 3000 FT MSL, I STARTED TO HAVE A LITTLE DIFFICULTY MAINTAINING HDG. THIS DIFFICULTY WAS INCREASING RAPIDLY. INITIALLY, I WAS THINKING THAT THE CAUSE WAS A FLOATING SPOILER, SO I TOLD THE PNF TO CHK ON HER WING AND SEE IF SHE COULD SEE SOMETHING ABNORMAL, AND I WAS DOING THE SAME THING AT THE SAME TIME. WHILE DOING ALL OF THIS, ATC WAS GIVING US HDG AND ALT TO MAINTAIN, WHICH WE COULDN'T COMPLY EXACTLY WITH (ESPECIALLY WITH HDG) BECAUSE THE FACT OF TRYING TO KEEP THE AIRPLANE FLYING WAS KEEPING US REALLY BUSY AND IT WAS EXTREMELY HARD TO MAINTAIN HDG IN SUCH CONDITIONS. THERE WERE MOMENTS WHERE BOTH PLTS HAD TO BE AT THE CTLS AT THE SAME TIME. I TRIED TO APPLY DIFFERENTIAL PWR SETTINGS AND IT HELPED UP TO A CERTAIN POINT, BUT THEN WHEN WE NEEDED TO COMPLY WITH CLBING INSTRUCTIONS FROM ATC, IT WAS NECESSARY TO APPLY PWR ON BOTH SIDES AGAIN. IN THE MEANTIME, I REALIZED THAT THE CAUSE OR REASON OF THE FLT CTL PROB WAS A RUDDER TRIM RUNAWAY, BY LOOKING AT THE RUDDER TRIM INDICATOR. (IN THE BEECHJET 400A, THE RUDDER TRIM SYS IS THE ONLY ONE THAT DOES NOT HAVE A HORN WHEN IT IS RUNNING AWAY.) ATC ASKED US IF WE WERE DECLARING AN EMER, WHICH WE REPLIED 'NO,' THAT ALL WE WANTED WAS TO GO BACK TO THE ARPT AND ASKED FOR A DIFFERENT HDG. WE TOLD THEM THAT WE WERE EXPERIENCING PROBS, TO KEEP SPECIFIED HDG AND THAT WE WERE GOING BACK FOR A LNDG. WHILE TRYING TO MAINTAIN HDG, I ASKED FOR EMER CHKLIST (RUDDER TRIM RUNAWAY) AND WE EXECUTED THE APPROPRIATE PROC. WHILE SLOWING DOWN THE AIRPLANE, I STARTED TO GET MORE CTL OF THE AIRPLANE SO I ASKED FOR APCH AND BEFORE LNDG CHKLIST AND MADE A LNDG WITHOUT ANY PROB.
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.