|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : san.airport|
|Altitude||msl single value : 23000|
|Controlling Facilities||artcc : zla.artcc|
|Operator||general aviation : corporate|
|Make Model Name||Learjet 36|
|Operating Under FAR Part||Part 91|
|Flight Phase||cruise : level|
|Affiliation||company : corporate|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
pilot : multi engine
|Experience||flight time last 90 days : 120|
flight time total : 2080
flight time type : 900
|Affiliation||company : corporate|
|Function||flight crew : captain|
oversight : pic
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||other flight crewa|
other flight crewb
|Resolutory Action||none taken : detected after the fact|
Flight Crew Human Performance
|Primary Problem||Flight Crew Human Performance|
While attempting to join the other aircraft in the flight; the PF (the captain) lost sight of the other aircraft in the sun and rolled the aircraft into an extreme angle of bank. The PF did not immediately correct and then the nose pitched down. Airspeed built rapidly. I asked the captain what he was doing and he immediately began the unusual attitude recovery. A smooth; low G recovery was accomplished and the aircraft brought back to level flight. I asked the captain if the aircraft was controllable and the captain went through controllability checks to include slow flight and lowering the gear. After determining it was controllable; the flight was continued. A normal approach and full flap landing were made. During postflt inspection; it was discovered that the right elevator had separated from the aircraft. Better communication between the crew members would have helped to more rapidly identify that the PF was spatially disoriented and possibly caused me to take action sooner before a dangerous situation developed. Greater assertiveness on my part would also have helped prevent the upset from occurring. The aircraft should have been immediately landed at the nearest airport; regardless of the crew's opinion of the airworthiness of the aircraft after the upset.
Original NASA ASRS Text
Title: LEAR LR36 FLT CREW HAS SELF INDUCED UNUSUAL ATTITUDE DURING MANEUVERS.
Narrative: WHILE ATTEMPTING TO JOIN THE OTHER ACFT IN THE FLT; THE PF (THE CAPT) LOST SIGHT OF THE OTHER ACFT IN THE SUN AND ROLLED THE ACFT INTO AN EXTREME ANGLE OF BANK. THE PF DID NOT IMMEDIATELY CORRECT AND THEN THE NOSE PITCHED DOWN. AIRSPD BUILT RAPIDLY. I ASKED THE CAPT WHAT HE WAS DOING AND HE IMMEDIATELY BEGAN THE UNUSUAL ATTITUDE RECOVERY. A SMOOTH; LOW G RECOVERY WAS ACCOMPLISHED AND THE ACFT BROUGHT BACK TO LEVEL FLT. I ASKED THE CAPT IF THE ACFT WAS CONTROLLABLE AND THE CAPT WENT THROUGH CONTROLLABILITY CHKS TO INCLUDE SLOW FLT AND LOWERING THE GEAR. AFTER DETERMINING IT WAS CONTROLLABLE; THE FLT WAS CONTINUED. A NORMAL APCH AND FULL FLAP LNDG WERE MADE. DURING POSTFLT INSPECTION; IT WAS DISCOVERED THAT THE R ELEVATOR HAD SEPARATED FROM THE ACFT. BETTER COM BTWN THE CREW MEMBERS WOULD HAVE HELPED TO MORE RAPIDLY IDENT THAT THE PF WAS SPATIALLY DISORIENTED AND POSSIBLY CAUSED ME TO TAKE ACTION SOONER BEFORE A DANGEROUS SITUATION DEVELOPED. GREATER ASSERTIVENESS ON MY PART WOULD ALSO HAVE HELPED PREVENT THE UPSET FROM OCCURRING. THE ACFT SHOULD HAVE BEEN IMMEDIATELY LANDED AT THE NEAREST ARPT; REGARDLESS OF THE CREW'S OPINION OF THE AIRWORTHINESS OF THE ACFT AFTER THE UPSET.
Data retrieved from NASA's ASRS site as of January 2009 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.