Loss of electronic display primary flight (attitude) instruments in fgt results in loss of control. ...

Attributes
ACN	133705
Time
Date	199001
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : dal airport : nbe
State Reference	TX
Altitude	msl bound lower : 7000 msl bound upper : 12000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : fai
Operator	other
Make Model Name	Fighter
Navigation In Use	Other Other
Flight Phase	climbout : intermediate altitude
Route In Use	enroute airway : dfw
Flight Plan	IFR
Person 1
Affiliation	government : military
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : private pilot : flight engineer pilot : instrument
Experience	flight time last 90 days : 100 flight time total : 5000 flight time type : 450
ASRS Report	133705
Person 2
Affiliation	government : military
Function	flight crew : first officer
Qualification	other other : other pilot : military
Events
Anomaly	other anomaly
Independent Detector	other flight crewa
Resolutory Action	flight crew : regained aircraft control flight crew : declared emergency
Consequence	Other
Supplementary
Primary Problem	Aircraft

Narrative:

On departure out of NAS dallas, on a vector, regional departure requested that I expedite climb through 12,000 to maintain 17,000. After selecting after-burner and programming nose up, my primary attitude instruments (vli and HUD) experienced a power transient and provided unreliable information for an undetermined period of time. At 12,000 MSL (still IFR) airspeed decayed to zero KTS indicated (aircraft did not respond to pitch control inputs below 200 KIAS) and aircraft departed controled flight. Recovery was accomplished at 7000 MSL on standby instruments and emergency declared. Regional departure provided vectors to VFR underneath and an uneventful landing at NAS dallas was accomplished. Failure to xchk instruments on a continual basis in IFR prevented me from noticing the vli/HUD freeze until an extremis situation developed. Selection of afterburner in IFR conditions probably caused disorientation due to acceleration resulted in excessive pitch attitude. Radar intercept officer was preoccupied and did not reference his attitude instrument (mechanical sphere type) until airspeed was below 150 KTS and rapidly decaying. Resultant nose pitch was 80-90 nose up. Recovery was initiated with neutral controls until airspeed began to increase through 80 KTS when a maximum angle of attack recovery was completed. Decision not to eject when out of control below 10,000 because of aircraft location.

Original NASA ASRS Text

Title: LOSS OF ELECTRONIC DISPLAY PRIMARY FLT (ATTITUDE) INSTRUMENTS IN FGT RESULTS IN LOSS OF CONTROL. RECOVERY MADE ON BACKUP INSTRUMENTS, CREW DID NOT EJECT DUE PROX OF BUILT UP AREA.

Narrative: ON DEP OUT OF NAS DALLAS, ON A VECTOR, REGIONAL DEP REQUESTED THAT I EXPEDITE CLIMB THROUGH 12,000 TO MAINTAIN 17,000. AFTER SELECTING AFTER-BURNER AND PROGRAMMING NOSE UP, MY PRIMARY ATTITUDE INSTRUMENTS (VLI AND HUD) EXPERIENCED A POWER TRANSIENT AND PROVIDED UNRELIABLE INFO FOR AN UNDETERMINED PERIOD OF TIME. AT 12,000 MSL (STILL IFR) AIRSPEED DECAYED TO ZERO KTS INDICATED (ACFT DID NOT RESPOND TO PITCH CONTROL INPUTS BELOW 200 KIAS) AND ACFT DEPARTED CTLED FLT. RECOVERY WAS ACCOMPLISHED AT 7000 MSL ON STANDBY INSTRUMENTS AND EMER DECLARED. REGIONAL DEP PROVIDED VECTORS TO VFR UNDERNEATH AND AN UNEVENTFUL LNDG AT NAS DALLAS WAS ACCOMPLISHED. FAILURE TO XCHK INSTRUMENTS ON A CONTINUAL BASIS IN IFR PREVENTED ME FROM NOTICING THE VLI/HUD FREEZE UNTIL AN EXTREMIS SITUATION DEVELOPED. SELECTION OF AFTERBURNER IN IFR CONDITIONS PROBABLY CAUSED DISORIENTATION DUE TO ACCELERATION RESULTED IN EXCESSIVE PITCH ATTITUDE. RADAR INTERCEPT OFFICER WAS PREOCCUPIED AND DID NOT REFERENCE HIS ATTITUDE INSTRUMENT (MECHANICAL SPHERE TYPE) UNTIL AIRSPEED WAS BELOW 150 KTS AND RAPIDLY DECAYING. RESULTANT NOSE PITCH WAS 80-90 NOSE UP. RECOVERY WAS INITIATED WITH NEUTRAL CONTROLS UNTIL AIRSPEED BEGAN TO INCREASE THROUGH 80 KTS WHEN A MAX ANGLE OF ATTACK RECOVERY WAS COMPLETED. DECISION NOT TO EJECT WHEN OUT OF CONTROL BELOW 10,000 BECAUSE OF ACFT LOCATION.

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

Loss of electronic display primary flight (attitude) instruments in fgt results in loss of control. Recovery made on backup instruments, crew did not eject due proximity of built up area.