|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 400|
|Controlling Facilities||tower : zzz.tower|
|Operator||general aviation : corporate|
|Operating Under FAR Part||Part 91|
|Flight Phase||climbout : takeoff|
|Route In Use||departure : on vectors|
|Affiliation||company : corporate|
|Function||observation : observer|
|Qualification||pilot : atp|
pilot : cfi
pilot : multi engine
|Experience||flight time last 90 days : 70|
flight time total : 2150
flight time type : 375
|Affiliation||company : corporate|
|Function||flight crew : captain|
|Anomaly||aircraft equipment problem : less severe|
|Independent Detector||aircraft equipment other aircraft equipment : cas message|
other flight crewa
other flight crewb
|Resolutory Action||flight crew : diverted to another airport|
flight crew : overcame equipment problem
flight crew : landed as precaution
Flight Crew Human Performance
Our day started out as an early morning departure out of ZZZ to position the aircraft for passenger pick-up. There were 2 other crew members besides myself to extend our duty time for the day. One of the crew members was new to the aircraft and was on their first passenger flight. All avionics booted normally and no abnormal crew advisory system messages were displayed during engine start or taxi. All predep checklists were completed and we departed runway 24. At the time of departure I was riding in the jumpseat; the PIC was in the right seat and the crew member new to the aircraft was in the left seat operating as PF. Takeoff roll went smooth and the aircraft operated normally up to 400 ft AGL. As the gear completed its retraction cycle at about 500 ft AGL; an amber 'fault code' message appeared in the crew advisory system closely followed by a red 'both brake system' crew advisory system message. Initial climb was continued to our assigned altitude of 4000 ft MSL. We notified ATC of our issue and asked for priority handling back to runway 24. At this point the PIC elected to land the aircraft and I moved into the right seat to handle the PNF duties. From our synoptic pages we determined emergency braking was available along with thrust reverse; so we decided not to declare an emergency. The 'both brake system' abnormal checklist as well as all normal checklists were completed as we were vectored for a long final to runway 24. Upon touchdown; the aircraft slowed using normal braking and no use of the emergency system was needed. The only system unavailable to us was anti-skid. We taxied back to the ramp under our own power with crash fire rescue equipment following behind us as a precaution. Maintenance came to our aircraft and reset the bscu (brake/steering control unit) computers; checked all faults; inspected the entire brake system; noted the issue in the maintenance logbook and re-dispatched the aircraft to us with no faults. All proper paperwork was completed and the fix was properly signed off by a licensed a&P/ia mechanic. The flight continued 1 hour 45 mins later with no further issues for the rest of the day (5 legs total).
Original NASA ASRS Text
Title: FALCON 2000EX FLT CREW HAS A CREW ADVISORY SYS MESSAGE 'BOTH BRAKE SYS' AFTER TKOF.
Narrative: OUR DAY STARTED OUT AS AN EARLY MORNING DEP OUT OF ZZZ TO POS THE ACFT FOR PAX PICK-UP. THERE WERE 2 OTHER CREW MEMBERS BESIDES MYSELF TO EXTEND OUR DUTY TIME FOR THE DAY. ONE OF THE CREW MEMBERS WAS NEW TO THE ACFT AND WAS ON THEIR FIRST PAX FLT. ALL AVIONICS BOOTED NORMALLY AND NO ABNORMAL CREW ADVISORY SYS MESSAGES WERE DISPLAYED DURING ENG START OR TAXI. ALL PREDEP CHKLISTS WERE COMPLETED AND WE DEPARTED RWY 24. AT THE TIME OF DEP I WAS RIDING IN THE JUMPSEAT; THE PIC WAS IN THE R SEAT AND THE CREW MEMBER NEW TO THE ACFT WAS IN THE L SEAT OPERATING AS PF. TKOF ROLL WENT SMOOTH AND THE ACFT OPERATED NORMALLY UP TO 400 FT AGL. AS THE GEAR COMPLETED ITS RETRACTION CYCLE AT ABOUT 500 FT AGL; AN AMBER 'FAULT CODE' MESSAGE APPEARED IN THE CREW ADVISORY SYS CLOSELY FOLLOWED BY A RED 'BOTH BRAKE SYS' CREW ADVISORY SYS MESSAGE. INITIAL CLB WAS CONTINUED TO OUR ASSIGNED ALT OF 4000 FT MSL. WE NOTIFIED ATC OF OUR ISSUE AND ASKED FOR PRIORITY HANDLING BACK TO RWY 24. AT THIS POINT THE PIC ELECTED TO LAND THE ACFT AND I MOVED INTO THE R SEAT TO HANDLE THE PNF DUTIES. FROM OUR SYNOPTIC PAGES WE DETERMINED EMER BRAKING WAS AVAILABLE ALONG WITH THRUST REVERSE; SO WE DECIDED NOT TO DECLARE AN EMER. THE 'BOTH BRAKE SYS' ABNORMAL CHKLIST AS WELL AS ALL NORMAL CHKLISTS WERE COMPLETED AS WE WERE VECTORED FOR A LONG FINAL TO RWY 24. UPON TOUCHDOWN; THE ACFT SLOWED USING NORMAL BRAKING AND NO USE OF THE EMER SYS WAS NEEDED. THE ONLY SYS UNAVAILABLE TO US WAS ANTI-SKID. WE TAXIED BACK TO THE RAMP UNDER OUR OWN PWR WITH CFR FOLLOWING BEHIND US AS A PRECAUTION. MAINT CAME TO OUR ACFT AND RESET THE BSCU (BRAKE/STEERING CTL UNIT) COMPUTERS; CHKED ALL FAULTS; INSPECTED THE ENTIRE BRAKE SYS; NOTED THE ISSUE IN THE MAINT LOGBOOK AND RE-DISPATCHED THE ACFT TO US WITH NO FAULTS. ALL PROPER PAPERWORK WAS COMPLETED AND THE FIX WAS PROPERLY SIGNED OFF BY A LICENSED A&P/IA MECH. THE FLT CONTINUED 1 HR 45 MINS LATER WITH NO FURTHER ISSUES FOR THE REST OF THE DAY (5 LEGS TOTAL).
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.