An A319 rudder actuator failed in flight causing a hard rudder yaw and accompanying roll. The aircraft autopilot was disconnected; aircraft control regained; an emergency declared and the aircraft returned to land.
Synopsis
An A319 rudder actuator failed in flight causing a hard rudder yaw and accompanying roll. The aircraft autopilot was disconnected; aircraft control regained; an emergency declared and the aircraft returned to land.
Narrative
Preflight briefing normal. Only exceptions; SEC 3 inop with applicable MEL restrictions. #2 rudder load limiter inop with applicable restrictions. Aircraft preflight; pushback; taxi and takeoff all normal/SOP. Approximately 50 miles east of our departure airport approaching 24000 FT with autopilot/autothrottle engaged; myself and First Officer noticed a rapid yaw/roll. Myself and First Officer simultaneously grabbed controls and disconnected the autopilot. I assumed control. The aircraft immediately responded to roll input back to wings level while simultaneously disconnecting the autothrust slowing from 310 KIAS to 250 KIAS and began a level off. I saw the beta target indicating a need for right rudder and began trimming back to center. We now realized the rudder had repositioned without command input. We had no ECAM at any time. First Officer coordinated a return to our departure airport with ATC due to a flight control problem as an emergency aircraft; changed our destination in the FMGC; sent a message to Dispatch; coordinated a cabin advisory with flight attendants; did a landing weight performance calculation (not in ACARS) due to SEC 3 inop and an overweight landing checklist along with many ancillary duties. To say he was busy is an understatement. The approach; landing and taxi to gate were all normal. We were met at the gate by Assistant Chief Pilot who handled everything else for us.
Second reporter narrative
Aircraft had a deferred rudder limiter and SEC. Capt briefed the MEL and performance consderations for takeoff. Takeoff was uneventful. Approx. 40mi. east of our departure airport climbing through FL240 we both felt the aircraft yaw hard and roll. The #1 autopilot was on and I think we both disconnected it simultaneously with the red button on the side sticks. The Captain took control of the aircraft and told me to tell Center we needed to stop the climb and we'd get back to them. I told the flight attendants over the intercom to sit down and strap in because we had some flight control problems. I noticed the yaw indicator was showing that right rudder was needed to correct and the Captain hand flew the aircraft to correct the out of trim condition. He said it was responding to his inputs and was able to roll back to wings level and retrim the rudder. As he was trimming I looked down and saw the rudder trim indicator decreasing through 4.5 degrees left rudder. We talked about the fact that the autopilot must have put in left rudder for some reason; but we never got an ECAM caution or warning; which was disconcerting. There were no ECAM procedures to follow and we felt that it was best to get on the ground ASAP. I told Center we wanted to return to our departure airport due to a flight control problem; declared an emergency and reprogrammed the FMGC for arrival to the ILS. I ACARS'ed the company and had to have them send landing data to back up my cockpit checklist card; as we were not getting it from the normal ACARS prompts. The Captain had me advise the flight attendants of our situation and declare a cabin advisory. I told the passengers we were going back for a flight control problem; but it would be a normal approach and landing. I ran the overweight landing checklist and finally got my head outside the cockpit at about 4000' on final... way busier than I would have thought. Normal approach; landing and taxi to gate. Maintenance said we had an actuator fail. Aircraft had a deferred rudder limiter and SEC. Capt briefed the MEL and performance considerations for takeoff. Takeoff was uneventful.
NASA callback
The reporter stated that at this event's onset he was heads down inputting FMGC data. Initially he felt the yaw and almost instantaneously disconnected the autopilot simultaneously with the First Officer. Once the correct rudder input was made there were no further problems. The aircraft was out of service through that night and released for flight the next day. Maintenance stated the corrective action was to replace a failed rudder actuator. The reporter is uncertain whether the MEL'ed SEC 3 and Rudder Limiter had any connection to this event. The systems are very complicated and pilots are not taught about the complex systems connections.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.