Narrative:

With more than 11 hours of rest; this was the last leg of the day. [I] performed pre departure inspection and departed. During climb out everything was normal. Departure controller assigned me 8;000 ft. As final cruise altitude. Upon reaching 8;000 ft. I checked my engine instruments and performed cruise flow and checklist. After completion of checklist; I took ATIS information. While I [was] listening [to] the ATIS the aircraft suddenly became uncoordinated; requiring left rudder (ball almost out of the center parameter). I confirmed this by checking my turn coordinator [on the] captain side. I corrected almost immediately with my feet. I reached over [to] the rudder trim knob and corrected. In less than 1 minute I sensed the aircraft [behaving oddly]. I looked over and the aircraft was uncoordinated again. I reached over to look at the first officer's side turn coordinator to double check if my turn coordinator was inoperative or something was going on with my left side turn coordinator. After seeing both instruments were indicating correctly; to the same side. (Ball completely left outside the center); I re-checked all the engine instruments for a difference in power/torque; they both matched at 1100 torque; RPM 1900.I corrected the situation with my feet immediately and once again reached out to the rudder trim knob and attempted to correct the issue; but the rudder trim wheel turned out to be loose and separated from the center console position. At this time; I realized that controlling the airplane was going to be difficult. I kept my feet on the left rudder crosschecking my position. I asked ATC to give me a vector around some weather ahead and at the same time told ATC 'I am having flight control problems; give 1 minute to assess the situation' and he vectored me around the weather. While doing this; I was controlling rudder inputs to maintain coordinated flight; rudder control just felt weird in their feedback. I requested lower altitude and I was assigned 2;500 ft. I performed my descent and approach checklist. Upon reaching 6;000 ft. I placed almost full left rudder to maintain coordination. At this moment I realized that the situation has [worsened] too much and safety can be compromised. I [advised] ATC and also called dispatch letting them know the aircraft [problem]. Level at 2;500 ft.; I saw the airport and I determined that I was going to perform the visual approach and briefed myself once again for the visual approach. I asked approach for delay vectors for the visual; they vectored me southwest from the airport while I was thinking if there's something to correct the situation or [to] help me make a coordinated landing. I took feedback from maintenance and our chief pilot and my last plan was prepping the cabin for the worst. After taking a few moments to go over all my possible scenarios; I told approach I was ready for the visual approach. He cleared me for the visual approach and switched me to tower. I called tower for the check in and immediately received landing clearance. Performed [the] before landing checklist; I was constantly on a skidding motion to the runway; I was trying not to place full rudder input because I was unaware what was going on with the rudder and trying to avoid [worsening] the situation. I noticed while maintaining 120 kts. My rudder input while I was descending to the runway [was] more effective. Around 500 ft.; I placed flaps down and around 200/100 ft. The aircraft became very difficult to control. It was on a strange yawing movement; slipping dive to the runway. I immediately executed [the] missed approach. During initial climb out [the] ball centered and felt like everything was normal.after the hand off with approach and with completion of all checklists; I requested another visual approach. This time I tried flaps 30 with a little more airspeed since on my first approach I noted slowing down caused me more issues in controlling the aircraft near touchdown. I stayedon 120 and flaps 30 and applied left rudder pressure to maintain coordinated flight all the way to the runway threshold and landed successfully and safely. On the ground I used differential braking and thrust to maintain runway centerline. I exited the runway. Fire rescue was waiting for me at the taxiway. No action from them [was] required. After landing aircraft steering was operating normal and forward movement of the aircraft was found normal; [I] decided to taxi the airplane by own power to our ramp. After exiting the airplane paramedics offered medical attention; which I denied since I was fine and I didn't suffer from any injuries. After post flight inspection aircraft exterior was found normal. Post flight action included chief pilot conversation; aircraft maintenance logbook write up; company safety report and [this] report.

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Original NASA ASRS Text

Title: A pilot reported loss of rudder control and landed safely on their second attempt.

Narrative: With more than 11 hours of rest; this was the last leg of the day. [I] performed pre departure inspection and departed. During climb out everything was normal. Departure Controller assigned me 8;000 ft. as final cruise altitude. Upon reaching 8;000 ft. I checked my engine instruments and performed cruise flow and checklist. After completion of checklist; I took ATIS information. While I [was] listening [to] the ATIS the aircraft suddenly became uncoordinated; requiring left rudder (ball almost out of the center parameter). I confirmed this by checking my turn coordinator [on the] Captain side. I corrected almost immediately with my feet. I reached over [to] the rudder trim knob and corrected. In less than 1 minute I sensed the aircraft [behaving oddly]. I looked over and the aircraft was uncoordinated again. I reached over to look at the First Officer's side turn coordinator to double check if my turn coordinator was inoperative or something was going on with my left side turn coordinator. After seeing both instruments were indicating correctly; to the same side. (Ball completely left outside the center); I re-checked all the engine instruments for a difference in power/torque; they both matched at 1100 torque; RPM 1900.I corrected the situation with my feet immediately and once again reached out to the rudder trim knob and attempted to correct the issue; but the rudder trim wheel turned out to be loose and separated from the center console position. At this time; I realized that controlling the airplane was going to be difficult. I kept my feet on the left rudder crosschecking my position. I asked ATC to give me a vector around some weather ahead and at the same time told ATC 'I am having flight control problems; give 1 minute to assess the situation' and he vectored me around the weather. While doing this; I was controlling rudder inputs to maintain coordinated flight; rudder control just felt weird in their feedback. I requested lower altitude and I was assigned 2;500 ft. I performed my descent and approach checklist. Upon reaching 6;000 ft. I placed almost full left rudder to maintain coordination. At this moment I realized that the situation has [worsened] too much and safety can be compromised. I [advised] ATC and also called Dispatch letting them know the aircraft [problem]. Level at 2;500 ft.; I saw the airport and I determined that I was going to perform the visual approach and briefed myself once again for the visual approach. I asked Approach for delay vectors for the visual; they vectored me southwest from the airport while I was thinking if there's something to correct the situation or [to] help me make a coordinated landing. I took feedback from Maintenance and our Chief Pilot and my last plan was prepping the cabin for the worst. After taking a few moments to go over all my possible scenarios; I told Approach I was ready for the visual approach. He cleared me for the visual approach and switched me to Tower. I called Tower for the check in and immediately received landing clearance. Performed [the] before landing checklist; I was constantly on a skidding motion to the runway; I was trying not to place full rudder input because I was unaware what was going on with the rudder and trying to avoid [worsening] the situation. I noticed while maintaining 120 kts. my rudder input while I was descending to the runway [was] more effective. Around 500 ft.; I placed flaps down and around 200/100 ft. the aircraft became very difficult to control. It was on a strange yawing movement; slipping dive to the runway. I immediately executed [the] missed approach. During initial climb out [the] ball centered and felt like everything was normal.After the hand off with Approach and with completion of all checklists; I requested another visual approach. This time I tried flaps 30 with a little more airspeed since on my first approach I noted slowing down caused me more issues in controlling the aircraft near touchdown. I stayedon 120 and flaps 30 and applied left rudder pressure to maintain coordinated flight all the way to the runway threshold and landed successfully and safely. On the ground I used differential braking and thrust to maintain runway centerline. I exited the runway. Fire Rescue was waiting for me at the taxiway. No action from them [was] required. After landing aircraft steering was operating normal and forward movement of the aircraft was found normal; [I] decided to taxi the airplane by own power to our ramp. After exiting the airplane paramedics offered medical attention; which I denied since I was fine and I didn't suffer from any injuries. After post flight inspection aircraft exterior was found normal. Post flight action included Chief Pilot conversation; aircraft maintenance logbook write up; company safety report and [this] report.

Data retrieved from NASA's ASRS site 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.