C525A flight crew reported a fuel vent; rudder trim and rudder control malfunctions during climb. Flight crew diverted and landed safely.
Synopsis
C525A flight crew reported a fuel vent; rudder trim and rudder control malfunctions during climb. Flight crew diverted and landed safely.
Narrative
All preflight tests were completed successfully on CJ2 Aircraft X. After takeoff passing approximately 2500 feet; we experienced adverse yaw and uncoordinated flight requiring right rudder. The rudder flight control and rudder trim would not move to the right. It was difficult to turn the aircraft to the right as well.We also received an annunciation fuel level low; right" and the fuel gauges showed an imbalance of 200 pounds between the left tank and the right tank; with the right tank being 200 pounds lower. Fuel was observed streaming from the right wing vent. A check of the fuel transfer switch revealed that the fuel transfer switch was off; and there was no annunciation of fuel transfer taking place.We [requested priority handling]; and found that by flying slower; the aircraft was much easier to control. Lineup with the runway and subsequent landing was made successfully; however; the flight control malfunction remained throughout the landing. Differential braking had to be used to maintain directional control.Fire equipment met the aircraft after we cleared the runway and gave us an all clear to taxi to the ramp as there was no fuel leak observed anywhere. The fire truck followed us to the ramp and engine shut down was accomplished successfully. After power was removed from the aircraft; the Rudder operated normally; and the Rudder trim also operated normally. Maintenance was advised and met the airplane on the ramp. End of statement!Cause: The only thing that I can think of would be that this was a material malfunction.Suggestions: Troubleshooting the cause of this incident and making corrective action as well as determining if this is an individual aircraft problem or could be a fleet problem that requires greater scrutiny."
Second reporter narrative
First Officer PF (initially)Captain PM (initially)I preflighted the aircraft and found no abnormalities.Rudder trim was set to the right by approx 1/4 inch - I recentered it during cockpit prep.During taxi performed normal checks including rudder bias - all normal.Before takeoff check included verifying all trims set for takeoff; verified by PM.Takeoff on RWY XX was normal. Called for flaps up at 400' and yaw damp on; began a left turn at approx 600' to HDG (Heading) 090; direct ZZZZZ. Clearance directed a level off at 2;000; so I reduced power while still in the turn. Approaching 2;000 we were cleared to 3;000 and I increased power while leveling the wings from the turn and increasing pitch to continue the climb. We were then cleared to 9.000; direct ZZZZZ.At this time I recognized that applying right rudder was difficult - when I applied heavy pressure I found little movement. The nose continued to the left leading us off course by about 30 degrees while I attempted to counter with right aileron while I manually tried to trim the rudder to the right. The trim would not move to the right and the flight display continued to show a significant deflection of yaw.I was unable to roll the trim to the right; found that I could roll it left; but stopped after a turn; and tried rolling it to the right again without success. I told the PM that I was having difficulty with the rudder trim. The rudder pedals were positioned as if the left rudder was depressed 50% or more and the right was 'high'; or; towards the pilot. This condition continued until PM took over control.At the same time; the PM looked out to the right wing and saw fuel venting off the wing. PM took control of the aircraft and I stated again that I had difficulty with rudder trim. We then received a FUEL LOW LEVEL RH MASTER CAUTION.Captain took control and is now PF First Officer is now PM.PF handed me the Emergency Procedures book to perform the checklist. I found it to be contradictory to the displayed fuel level of approx 1500lbs; so disregarded it as being secondary to the significant yaw. I reset the MASTER CAUTION. The same MASTER CAUTION presented ~3 more times until the end of the flightPF informed ATC of control issues and that we would be off course and will advise further. After passing through ~5;000; PF requested landing vectors to ZZZ1 and ZZZ handed us off to Approach. PF stated he also had difficulty with right rudder authority; said we would be landing at ZZZ1 and to run the approach/before landing checklists. PM did so. ZZZ directed a descent to 4;000; and cleared us shortly thereafter for a visual approach RWY XYR; as XYL was closed.PF asked ZZZ Tower to have trucks rolling.Landing at ZZZ1 was normal.Aircraft was under control at all times.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.