CRJ-200 flight crew reported after setting static thrust for takeoff; after the Captain released the brakes (who was also the pilot flying) the aircraft began to accelerate; but violently started to drift right. The flight crew rejected the takeoff and investigated. It was determined that the nose wheel steering control thru the rudder pedals was misrigged and operation in reverse. The aircraft was returned to Maintenance for repair.
Synopsis
CRJ-200 flight crew reported after setting static thrust for takeoff; after the Captain released the brakes (who was also the pilot flying) the aircraft began to accelerate; but violently started to drift right. The flight crew rejected the takeoff and investigated. It was determined that the nose wheel steering control thru the rudder pedals was misrigged and operation in reverse. The aircraft was returned to Maintenance for repair.
Narrative
We were doing a functional check flight and while we were performing the takeoff we encountered a significant issue with the nose gear. The Captain and I elected to do a static thrust takeoff to ensure that the engine was performing normally and all systems were okay. After the Captain released the brakes (who was also the Pilot Flying) the aircraft began to accelerate; but violently started to drift right. I was in the process of setting thrust and I noticed the captain applied full left rudder to correct. The airplane continue to drift right in the Captain began aborting the takeoff and took control with the tiller. The aircraft was no faster than 40 kts. and we were able to stop on the runway and get back on center line. Once we evaluated the situation we were able to taxi off without incident. The nose wheel steering via the tiller worked correctly but we were still confused as to why the rudder steering did not work. We asked Tower if we could taxi back to the maintenance building on the runway so that we could minimize turns and had enough stopping distance if we needed to. While performing the taxi back we noticed that when applying right or left rudder the airplane turned in the opposite direction. This was only with the pedals the tiller worked in its correct direction. Once we got back to the hanger the technicians performed diagnostics and confirmed that the nose wheel steering from the pedals was indeed hooked up backwards.It was determined that the facility conducting the heavy maintenance did not connect the nose wheel steering to the rudder pedals correctlyAdd a nose wheel steering via rudder check in the functional check flight checklist.
Second reporter narrative
Preforming a Functional Check Flight after heavy check was completed by Company. We completed all of the companies Functional Check Flight check lists as well as some additional flight control movement observations. Everything appeared normal. We proceeded to taxi to Runway X at ZZZ for departure. Upon takeoff roll the aircraft started to make a right hand turn I added left rudder steering input but the aircraft continued to turn right; I applied even more left rudder with no response then I applied full left rudder steering input which caused the aircraft to turn even further right. It took a second or two try to comprehend what was happening as I grabbed the tiller and applied full left steering and full brakes. At some point during the correction input the nose wheel steering disconnected and I had to reset it. At this point we were facing the grass to the right of the runway center line. After a few seconds of both the First Officer (FO) and myself trying to understand what happened I proceeded to bring the aircraft back in line with the center of the runway. I may have had to reset the nose wheel steering again I don't recall. We then asked Tower if we could taxi the full length of the runway to try to determine what the problem was. It first seemed we had no steering input control thru the rudder pedals as we taxied using the tiller at the slowest speed we could and still test the steering. As we taxied further down the runway and continued to check rudder steering inputs we realized the nose wheel seemed to be going in the opposite direction of our ruder inputs. We tried both the Captain side as well as the FO side and both seemed to move the nose wheel opposite the desired input. We then taxied back to the hanger using the tiller and parked the aircraft. After much discussion with the Company people as well as our Rep and after a test of the steering with the aircraft stationary we decided to bring one of Company's mechanics onboard and proceeded to taxi in the run up ramp area next to the hanger. The purpose was to demonstrate the opposite steering movement. We completed the taxi and parked at the hangar. The taxi verified to the mechanic that the steering was indeed installed backwards; which was then later verified as they examined the aircraft and found the problem. It is not a requirement in any of our Functional Check Flight check lists or normal check list procedures to check or verify correct rudder nose wheel steering input. The tiller worked perfectly so I did not give any thought to the rudder pedals not functioning correctly either. As we proceeded to taxi I was using the tiller and rudder pedals in tandem so I guess the amount of rudder input while my hand was on the tiller was so insignificant to maintain the taxiway center line I never realized the steering was reverse. This could have been a serious accident that was completely avoidable had the checks been in place to verify the proper function of the aircraft before it was released from maintenance or the proper check list procedures been provided to the crew to verify the system that had been worked on was functioning correctly. No different then we do for pitch or roll verification in the Functional Check List items. During heavy check the nose wheel steering was incorrectly installed so that the desired commend resulted in the exact opposite effect. Require a nose wheel steering check be added to the Functional Check Flight check list immediately. Also verify maintenance is required to verify correct steering input operation after maintenance is performed on any steering components.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.