Narrative:

My first officer and I were flying the new falcon 20. On the takeoff roll; all panel instruments were reading correctly. At vr; I rotated. The plane did not seem to be heavy (slower than indicated) or light (faster) for the weight we were at. Our initial assigned heading and altitude was 300 @ 3;000 ft. Due to the temperature (6C) and in IMC; we had all anti-ice on. Up to 3;000; the indications of a slightly shallower climb were indicated but I credited this to the wing/engine anti-ice being operated. We leveled at 3;000 ft. Shortly after; we were assigned 13;000 ft. The first officer entered 13;000 ft into the alt bug. At that time; I noticed a great increase in the erratic information being displayed. Even though the temps were set for climb; and my pitch was at no more than 5 degrees; the IAS was reading 180 KTS with the gear and flaps up. Knowing this was not a likely scenario; I cross referenced the first officer's instruments. My altimeter was indicating approximately 4;000 ft; IAS 160 KTS - 180 KTS; vsi was descending for a moment while the speed was slowing. The first officer's instruments were reading 260 KTS; approximately 10;000 ft; and the vsi was showing a full deflected climb at 6;000 ft+/minutes. I maintained approximately 5 degrees pitch up to keep climbing while maintaining speed. I asked ATC what they were indicating for our speed; and the controller stated 350 KTS. We also asked what altitude he had; and I do not remember his answer but the captain's side altimeter was off by thousands of feet. The first officer's altimeter was off but not nearly as much. Within a few minutes he told us that he had lost our mode C. Switching it to the number 2 transponder did not resolve the problem. We notified ATC that we had lost our primary altitude indication. He asked if we had a back up; in which we responded yes; and it does seem more accurate but we were not sure how accurate. I told him to stand by. He asked if we wanted to do a 360 to stay in his sector we said yes. We then declared an emergency; and asked the controller if he knew of any airports with better conditions. Unfortunately; all airports in the area had ceiling of 900 ft AGL except a fairly close one which was initially 1;300 AGL. We then told him to stand by while we troubleshoot the situation. After talking with the first office; we asked the controller that we would like vectors for an extended ILS. We ran the checklist for pitot/static failure. The checklist had me switch to emergency on the static select; and then the first officer select panel only option on his side. Neither remedied the situation at all. We double checked all circuit breakers and heats (all on) multiple times. During this process; the pilot's IAS had slowly bled to 0; my altimeter displayed an off flag. And my vsi was fairly level with occasional erratic indications. The first officer side; IAS was indicating around 250 KTS; altimeter and standby altimeter were close at 13;000 ft; and the vsi still showed a climb from time to time but I believe it had leveled out for the majority of the time. Since the standby altimeter and first officer's altimeter were approximately the same we figured they were accurate. The controller asked for our souls on board; fuel available; and if any hazmat was aboard. After the checklist was run; we briefed the approach. We then were established on the ILS; and then both sides had a VOR flag appear. The first officer reset the frequencies and flags cleared. At approximately 1;000 ft AGL we were able to see the runway. As we descended; my airspeed indicator began to show speed. It stabilized at 160 KTS; and the first officer's side showed 150 KTS. Since we did not trust the accuracy of the pitot static system; I was able to visually fly the rest of the approach on the ILS; and flew the airspeed by familiar power settings for the given aircraft configuration. We touched down safely with no event. The emergency crews were standing by. I believedue to the slow development of the malfunction of the captain's side pitot/static system; we may have busted assigned altitude and in the initial troubleshooting we may have deviated off heading. Initially; I believed a leak in the pitot/static system was the cause of the malfunction.

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Original NASA ASRS Text

Title: A FA20 pitot/static system malfunctioned after takeoff in IMC making the aircraft's airspeed and altimeters were vastly divergent so an emergency was declared and the flight diverted to a nearby airport.

Narrative: My First Officer and I were flying the new Falcon 20. On the takeoff roll; all panel instruments were reading correctly. At Vr; I rotated. The plane did not seem to be heavy (slower than indicated) or light (faster) for the weight we were at. Our initial assigned heading and altitude was 300 @ 3;000 FT. Due to the temperature (6C) and in IMC; we had all anti-ice on. Up to 3;000; the indications of a slightly shallower climb were indicated but I credited this to the wing/engine anti-ice being operated. We leveled at 3;000 FT. Shortly after; we were assigned 13;000 FT. The First Officer entered 13;000 FT into the alt bug. At that time; I noticed a great increase in the erratic information being displayed. Even though the temps were set for climb; and my pitch was at no more than 5 degrees; the IAS was reading 180 KTS with the gear and flaps up. Knowing this was not a likely scenario; I cross referenced the First Officer's instruments. My altimeter was indicating approximately 4;000 FT; IAS 160 KTS - 180 KTS; VSI was descending for a moment while the speed was slowing. The First Officer's instruments were reading 260 KTS; approximately 10;000 FT; and the VSI was showing a full deflected climb at 6;000 FT+/minutes. I maintained approximately 5 degrees pitch up to keep climbing while maintaining speed. I asked ATC what they were indicating for our speed; and the Controller stated 350 KTS. We also asked what altitude he had; and I do not remember his answer but the Captain's side altimeter was off by thousands of feet. The First Officer's altimeter was off but not nearly as much. Within a few minutes he told us that he had lost our Mode C. Switching it to the number 2 transponder did not resolve the problem. We notified ATC that we had lost our primary altitude indication. He asked if we had a back up; in which we responded yes; and it does seem more accurate but we were not sure how accurate. I told him to stand by. He asked if we wanted to do a 360 to stay in his sector we said yes. We then declared an emergency; and asked the Controller if he knew of any airports with better conditions. Unfortunately; all airports in the area had ceiling of 900 FT AGL except a fairly close one which was initially 1;300 AGL. We then told him to stand by while we troubleshoot the situation. After talking with the First Office; we asked the Controller that we would like vectors for an extended ILS. We ran the checklist for Pitot/Static failure. The checklist had me switch to Emergency on the Static Select; and then the First Officer select Panel Only option on his side. Neither remedied the situation at all. We double checked all circuit breakers and heats (all on) multiple times. During this process; the pilot's IAS had slowly bled to 0; my altimeter displayed an OFF flag. And my VSI was fairly level with occasional erratic indications. The First Officer side; IAS was indicating around 250 KTS; altimeter and standby altimeter were close at 13;000 FT; and the VSI still showed a climb from time to time but I believe it had leveled out for the majority of the time. Since the standby altimeter and First Officer's altimeter were approximately the same we figured they were accurate. The Controller asked for our souls on board; fuel available; and if any HAZMAT was aboard. After the checklist was run; we briefed the approach. We then were established on the ILS; and then both sides had a VOR flag appear. The First Officer reset the frequencies and flags cleared. At approximately 1;000 FT AGL we were able to see the runway. As we descended; my airspeed indicator began to show speed. It stabilized at 160 KTS; and the First Officer's side showed 150 KTS. Since we did not trust the accuracy of the pitot static system; I was able to visually fly the rest of the approach on the ILS; and flew the airspeed by familiar power settings for the given aircraft configuration. We touched down safely with no event. The emergency crews were standing by. I believedue to the slow development of the malfunction of the Captain's side pitot/static system; we may have busted assigned altitude and in the initial troubleshooting we may have deviated off heading. Initially; I believed a leak in the pitot/static system was the cause of the malfunction.

Data retrieved from NASA's ASRS site as of July 2013 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.