Narrative:

During a descent into atl on apr/xx/96 we were given a crossing restr of 14000 ft and 250 KTS at dalas intersection located 18 mi southeast of rmg VOR. The copilot, being new to the airplane (28 hours in type) asked to use the airbrakes for the descent. After determining that approach control had given us a late descent. I gave the first officer permission to use the airbrakes. During that time approach contacted us again to give us 11000 ft. As I was responding, the copilot inadvertently extended the flap/leading edge handle rather than the airbrake handle. After realizing his mistake (1-2 seconds later) he retracted the handle and notified me immediately. However, structural damage had already occurred on the right wing. As PIC flying with a new copilot, I should have been paying more attention to his movements, as we were in a busy environment at the time. I believe that the first officer being new to the airplane in a busy environment was a contributing factor in that I was busy with approach control and should have been watching the first officer more closely. As a resolution to this kind of problem, a person who is new to an aircraft should be more aware of what switch or lever is being actuated. You must take your time even when around a busy airport area.

Google
 

Original NASA ASRS Text

Title: PF, FO, INEXPERIENCED IN ACFT, INADVERTENTLY EXTENDED LEADING EDGE DEVICES THINKING HE WAS EXTENDING SPD BRAKES CAUSING ACFT DAMAGE DUE TO HIGH SPD LEADING EDGE DEVICE DEPLOYMENT.

Narrative: DURING A DSCNT INTO ATL ON APR/XX/96 WE WERE GIVEN A XING RESTR OF 14000 FT AND 250 KTS AT DALAS INTXN LOCATED 18 MI SE OF RMG VOR. THE COPLT, BEING NEW TO THE AIRPLANE (28 HRS IN TYPE) ASKED TO USE THE AIRBRAKES FOR THE DSCNT. AFTER DETERMINING THAT APCH CTL HAD GIVEN US A LATE DSCNT. I GAVE THE FO PERMISSION TO USE THE AIRBRAKES. DURING THAT TIME APCH CONTACTED US AGAIN TO GIVE US 11000 FT. AS I WAS RESPONDING, THE COPLT INADVERTENTLY EXTENDED THE FLAP/LEADING EDGE HANDLE RATHER THAN THE AIRBRAKE HANDLE. AFTER REALIZING HIS MISTAKE (1-2 SECONDS LATER) HE RETRACTED THE HANDLE AND NOTIFIED ME IMMEDIATELY. HOWEVER, STRUCTURAL DAMAGE HAD ALREADY OCCURRED ON THE R WING. AS PIC FLYING WITH A NEW COPLT, I SHOULD HAVE BEEN PAYING MORE ATTN TO HIS MOVEMENTS, AS WE WERE IN A BUSY ENVIRONMENT AT THE TIME. I BELIEVE THAT THE FO BEING NEW TO THE AIRPLANE IN A BUSY ENVIRONMENT WAS A CONTRIBUTING FACTOR IN THAT I WAS BUSY WITH APCH CTL AND SHOULD HAVE BEEN WATCHING THE FO MORE CLOSELY. AS A RESOLUTION TO THIS KIND OF PROB, A PERSON WHO IS NEW TO AN ACFT SHOULD BE MORE AWARE OF WHAT SWITCH OR LEVER IS BEING ACTUATED. YOU MUST TAKE YOUR TIME EVEN WHEN AROUND A BUSY ARPT AREA.

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.