Narrative:

I was PIC, however I was in right seat. Pilot flying is a rated captain, and it was his leg. We've traded seats for yrs. Departure was maintain 240 degree heading till 1500', right turn to 280 degree heading, maintain 1500'. Takeoff clearance received before takeoff checklist completed. Sequence of events: 1) about V1 (can't be sure if just before or just after V1), dav-1A failed (left engine data now all blank). I advised to continue. Did not want to abort--runway wet and I could select alternate once airborne. 2) at rotation, dav-2B failed. No engine instruments on center display unit. Went to standby engine instruments. 3) air data computer #1 failed at 100' AGL. PF had red 'X's' through angle of attack, airspeed, altimeter (don't go away, it gets worse). Now on standby flight instruments as PF can't see right side instruments. 4) flight guidance automatic changes from #1 to #2 (this is normal, as #1 has lost #1 air data computer input). When it changes, there is a momentary blink of the tubes (pilot and copilot). Altitude now approximately 800' MSL. 5) fault warning computer failed--red 'X' through crew alert system, ie, we were getting warning and caution bells, but didn't know what they were. Altitude about 1500' MSL. 6) I advised departure we had a problem and were going to 2000' and would remain VFR. Once on a 280 degree heading there is a ridge line just to the west. I wanted 2000', so I didn't have to worry about terrain clearance. 7) now I selected dav-sa and just like that, everything came back. Pilot's flight instruments returned, engine instruments back, crew alert system normal, flight guidance computer selected back to #1. Dav-2B hard failed. Advised ny descend to 1500', problem fixed; dav #2 replaced. Total time from takeoff: 2/12 mins. Callback conversation with reporter revealed the following: reporter states that this was a relatively new aircraft and the trouble was discovered to be associated with a quality control manufacturing situation involving a certain wire bundle connector. He states that the mfr product support group has solved the problem and he knows of no further problems of a similar nature. It is also noteworthy that the flight crew was relatively inexperienced with this aircraft and its advanced technology but had both encountered a lower level technology in another of the corp aircraft, so that they had some experience to fall back on. He also stated that his company had spent a good deal of money on crew training and in fact carry a third crew member who is a qualified maintenance person as well as a qualified pilot, although not in this type of aircraft. Supplemental information from acn 110468: problem was found to be in the dav 2 (data acquisition unit). All these components mentioned 'talk' on the same avionics communications system buss (ascb). When the 1 component failed, it gave its information at the wrong time on the buss, thereby disrupting all the other components.

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Original NASA ASRS Text

Title: ACFT EXPERIENCED MULTIPLE FAILURES IN THE EFIS AND RELATED INSTRUMENT SYSTEMS AND INDICATORS ON TKOF.

Narrative: I WAS PIC, HOWEVER I WAS IN RIGHT SEAT. PLT FLYING IS A RATED CAPT, AND IT WAS HIS LEG. WE'VE TRADED SEATS FOR YRS. DEP WAS MAINTAIN 240 DEG HDG TILL 1500', RIGHT TURN TO 280 DEG HDG, MAINTAIN 1500'. TKOF CLRNC RECEIVED BEFORE TKOF CHKLIST COMPLETED. SEQUENCE OF EVENTS: 1) ABOUT V1 (CAN'T BE SURE IF JUST BEFORE OR JUST AFTER V1), DAV-1A FAILED (LEFT ENG DATA NOW ALL BLANK). I ADVISED TO CONTINUE. DID NOT WANT TO ABORT--RWY WET AND I COULD SELECT ALTERNATE ONCE AIRBORNE. 2) AT ROTATION, DAV-2B FAILED. NO ENG INSTRUMENTS ON CENTER DISPLAY UNIT. WENT TO STANDBY ENG INSTRUMENTS. 3) ADC #1 FAILED AT 100' AGL. PF HAD RED 'X'S' THROUGH ANGLE OF ATTACK, AIRSPD, ALTIMETER (DON'T GO AWAY, IT GETS WORSE). NOW ON STANDBY FLT INSTRUMENTS AS PF CAN'T SEE RIGHT SIDE INSTRUMENTS. 4) FLT GUIDANCE AUTO CHANGES FROM #1 TO #2 (THIS IS NORMAL, AS #1 HAS LOST #1 ADC INPUT). WHEN IT CHANGES, THERE IS A MOMENTARY BLINK OF THE TUBES (PLT AND COPLT). ALT NOW APPROX 800' MSL. 5) FAULT WARNING COMPUTER FAILED--RED 'X' THROUGH CREW ALERT SYS, IE, WE WERE GETTING WARNING AND CAUTION BELLS, BUT DIDN'T KNOW WHAT THEY WERE. ALT ABOUT 1500' MSL. 6) I ADVISED DEP WE HAD A PROB AND WERE GOING TO 2000' AND WOULD REMAIN VFR. ONCE ON A 280 DEG HDG THERE IS A RIDGE LINE JUST TO THE W. I WANTED 2000', SO I DIDN'T HAVE TO WORRY ABOUT TERRAIN CLRNC. 7) NOW I SELECTED DAV-SA AND JUST LIKE THAT, EVERYTHING CAME BACK. PLT'S FLT INSTRUMENTS RETURNED, ENG INSTRUMENTS BACK, CREW ALERT SYS NORMAL, FLT GUIDANCE COMPUTER SELECTED BACK TO #1. DAV-2B HARD FAILED. ADVISED NY DSND TO 1500', PROB FIXED; DAV #2 REPLACED. TOTAL TIME FROM TKOF: 2/12 MINS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: RPTR STATES THAT THIS WAS A RELATIVELY NEW ACFT AND THE TROUBLE WAS DISCOVERED TO BE ASSOCIATED WITH A QUALITY CONTROL MANUFACTURING SITUATION INVOLVING A CERTAIN WIRE BUNDLE CONNECTOR. HE STATES THAT THE MFR PRODUCT SUPPORT GROUP HAS SOLVED THE PROB AND HE KNOWS OF NO FURTHER PROBS OF A SIMILAR NATURE. IT IS ALSO NOTEWORTHY THAT THE FLT CREW WAS RELATIVELY INEXPERIENCED WITH THIS ACFT AND ITS ADVANCED TECHNOLOGY BUT HAD BOTH ENCOUNTERED A LOWER LEVEL TECHNOLOGY IN ANOTHER OF THE CORP ACFT, SO THAT THEY HAD SOME EXPERIENCE TO FALL BACK ON. HE ALSO STATED THAT HIS COMPANY HAD SPENT A GOOD DEAL OF MONEY ON CREW TRNING AND IN FACT CARRY A THIRD CREW MEMBER WHO IS A QUALIFIED MAINT PERSON AS WELL AS A QUALIFIED PLT, ALTHOUGH NOT IN THIS TYPE OF ACFT. SUPPLEMENTAL INFO FROM ACN 110468: PROB WAS FOUND TO BE IN THE DAV 2 (DATA ACQUISITION UNIT). ALL THESE COMPONENTS MENTIONED 'TALK' ON THE SAME AVIONICS COMS SYS BUSS (ASCB). WHEN THE 1 COMPONENT FAILED, IT GAVE ITS INFO AT THE WRONG TIME ON THE BUSS, THEREBY DISRUPTING ALL THE OTHER COMPONENTS.

Data retrieved from NASA's ASRS site as of August 2007 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.