What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
July 18, 2023 at approximately 1855 zulu, a Dassault falcon 50 piloted by a captain (PIC) and a first officer (fo) departed camarillo, California for honolulu, hi with 2 passengers on board. The flight was operated under 14 CFR part 135. After the flight the PIC reported to FAA inspectors that he called for "clean the wing on schedule" shortly after takeoff. According to the certificate holder's standard operating procedures (SOP), the pilot not flying (pnf), which for this flight was the fo, should then call out:
“Slats selected”.
Once flaps up is indicated: “slats only indicated”.
“Clean wing selected”.
Once slats have indicated up: “clean wing indicated”.
The SOP notes: "do not select the next level of slats/flaps until the previously selected slats/flaps position is confirmed."
The fo reported that he did select the flaps up to the slat only position, which left the slats extended. At that Point the pilots reported ATC instructing them to contact departure control but being unable to contact departure control. The pilots reported that both pilots began troubleshooting what they believed was an issue with their comm 2 radio while the captain was hand flying the airplane. The PIC reported eventually contacting ATC, and then receiving vectors, step climb instructions, and "handoffs" from ATC requiring them to switch frequencies multiple times, and then being given instructions to navigate to the sxc VOR, at which time the pilots reported that the PIC engaged the autopilot and began to accelerate. The pilots then reported noticing a loud rumble. The PIC reported that he then noticed that the slats were still extended and they immediately retracted them. The pilots reported that the airplane began an un-commanded roll and they noticed "a strong pull" on the yoke. The pilots reported that the PIC was able to bring the wings back to level and then they extended the slats, at which time the un-commanded roll stopped. The pilots reported declaring an emergency and then landing at Point Mugu naval air station in Oxnard, California without further incident.
The dom of the ch sent notification to the FAA July 19, 2023, in which he states that the pilots experienced a "hot mic" on comm 2, and that the slats are required to be inspected if extended over 205 in maneuvering flight, or 209 knots in level flight. He stated that the slats were extended during the flight with an indicated airspeed of approximately 250 knots. He stated that the pilots attempted to retract the slats at 250-255 knots indicated and the right slat did not fully retract. The dom reported that an overspeed check was completed in accordance with the maintenace manual and no damage or deformations were found.
As the FAA filed it
JULY 18, 2023 AT APPROXIMATELY 1855 ZULU, A DASSAULT FALCON 50 PILOTED BY A CAPTAIN (PIC) AND A FIRST OFFICER (FO) DEPARTED CAMARILLO, CALIFORNIA FOR HONOLULU, HI WITH 2 PASSENGERS ON BOARD. THE FLIGHT WAS OPERATED UNDER 14 CFR PART 135. AFTER THE FLIGHT THE PIC REPORTED TO FAA INSPECTORS THAT HE CALLED FOR "CLEAN THE WING ON SCHEDULE" SHORTLY AFTER TAKEOFF. ACCORDING TO THE CERTIFICATE HOLDER'S STANDARD OPERATING PROCEDURES (SOP), THE PILOT NOT FLYING (PNF), WHICH FOR THIS FLIGHT WAS THE FO, SHOULD THEN CALL OUT:
“SLATS SELECTED”.
ONCE FLAPS UP IS INDICATED: “SLATS ONLY INDICATED”.
“CLEAN WING SELECTED”.
ONCE SLATS HAVE INDICATED UP: “CLEAN WING INDICATED”.
THE SOP NOTES: "DO NOT SELECT THE NEXT LEVEL OF SLATS/FLAPS UNTIL THE PREVIOUSLY SELECTED SLATS/FLAPS POSITION IS CONFIRMED."
THE FO REPORTED THAT HE DID SELECT THE FLAPS UP TO THE SLAT ONLY POSITION, WHICH LEFT THE SLATS EXTENDED. AT THAT POINT THE PILOTS REPORTED ATC INSTRUCTING THEM TO CONTACT DEPARTURE CONTROL BUT BEING UNABLE TO CONTACT DEPARTURE CONTROL. THE PILOTS REPORTED THAT BOTH PILOTS BEGAN TROUBLESHOOTING WHAT THEY BELIEVED WAS AN ISSUE WITH THEIR COMM 2 RADIO WHILE THE CAPTAIN WAS HAND FLYING THE AIRPLANE. THE PIC REPORTED EVENTUALLY CONTACTING ATC, AND THEN RECEIVING VECTORS, STEP CLIMB INSTRUCTIONS, AND "HANDOFFS" FROM ATC REQUIRING THEM TO SWITCH FREQUENCIES MULTIPLE TIMES, AND THEN BEING GIVEN INSTRUCTIONS TO NAVIGATE TO THE SXC VOR, AT WHICH TIME THE PILOTS REPORTED THAT THE PIC ENGAGED THE AUTOPILOT AND BEGAN TO ACCELERATE. THE PILOTS THEN REPORTED NOTICING A LOUD RUMBLE. THE PIC REPORTED THAT HE THEN NOTICED THAT THE SLATS WERE STILL EXTENDED AND THEY IMMEDIATELY RETRACTED THEM. THE PILOTS REPORTED THAT THE AIRPLANE BEGAN AN UN-COMMANDED ROLL AND THEY NOTICED "A STRONG PULL" ON THE YOKE. THE PILOTS REPORTED THAT THE PIC WAS ABLE TO BRING THE WINGS BACK TO LEVEL AND THEN THEY EXTENDED THE SLATS, AT WHICH TIME THE UN-COMMANDED ROLL STOPPED. THE PILOTS REPORTED DECLARING AN EMERGENCY AND THEN LANDING AT POINT MUGU NAVAL AIR STATION IN OXNARD, CALIFORNIA WITHOUT FURTHER INCIDENT.
THE DOM OF THE CH SENT NOTIFICATION TO THE FAA JULY 19, 2023, IN WHICH HE STATES THAT THE PILOTS EXPERIENCED A "HOT MIC" ON COMM 2, AND THAT THE SLATS ARE REQUIRED TO BE INSPECTED IF EXTENDED OVER 205 IN MANEUVERING FLIGHT, OR 209 KNOTS IN LEVEL FLIGHT. HE STATED THAT THE SLATS WERE EXTENDED DURING THE FLIGHT WITH AN INDICATED AIRSPEED OF APPROXIMATELY 250 KNOTS. HE STATED THAT THE PILOTS ATTEMPTED TO RETRACT THE SLATS AT 250-255 KNOTS INDICATED AND THE RIGHT SLAT DID NOT FULLY RETRACT. THE DOM REPORTED THAT AN OVERSPEED CHECK WAS COMPLETED IN ACCORDANCE WITH THE MAINTENACE MANUAL AND NO DAMAGE OR DEFORMATIONS WERE FOUND.