Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 93; Flight Crew Total 15753; Flight Crew Type 3500
Human-Machine Interface
Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Aircraft; Human Factors
We where cleared via the STAR JIIMS TWO; 'cross JIIMS at 8;000' by Philadelphia Approach Control. Prior to reaching JIIMS intersection we where given a last minute clearance to hold at JIIMS as published. Immediately I disconnected the auto throttles reduced power to slow down to 200 knots and set 200 knots in the speed control on the flight guidance control panel; let the speed bleed off and re-activated the system as the aircraft approached 200 knots. While slowing down I simultaneously selected the hold page on the left FMS display; while slowing down the aircraft; I reviewed the holding parameters at JIIMS; and asked the First Officer to confirm the direction and inbound course to the assigned fix; he read out Left 046; I typed the information into my FMS and activated the hold; and let the auto-pilot fly the holding pattern. Upon crossing JIIMS Intersection; I turned the heading selector to the left and dialed in 226; the out bound heading from the holding fix; watching the L-NAV display we appeared to be in the holding pattern at 8;000 feet. Shortly after the aircraft entered into the left turn for the outbound leg of the holding pattern; the holding fix JIIMS waypoint disappeared from our NAV Displays; this caught our attention. I asked the First Officer to; 'Re-insert the holding fix JIIMS;' I glanced over to my FMS and watched the holding fix parameters disappear after the First Officer re-entered the scratch pad information 046/L into the FMS holding page. At this point we where both heads down momentarily. I realized we might have a navigation data problem and that we would have to use raw data to fly the holding pattern.When I looked up to the flight guidance control to select heading mode; and attempt to remain in the holding pattern. I was shocked by what I saw of my flight display: nose up attitude of over 30 degrees; left turn 20 degree bank and speed of 140 knots. Immediately I applied full power; tried to level the wings and lower the nose; while pushing the auto pilot disconnect button; auto-pilot disconnect did not work; pitch sync did not work. I could not lower the nose immediately and had great difficulty leveling the wings; I tried all buttons; that did not work; finally I tried the pitch trim switch and held it in the full down position. At this point we had climbed rapidly to about 8;800 feet; I continued fighting with the pitch trim and descended to 7;700 feet; and then managed to regain our assigned altitude of 8;000 feet; and got back to 200 knots in the holding pattern. Air traffic control did not make any comments; or ask about our altitude deviations; the whole process lasted 10 to 15 seconds. This aircraft has had a history of auto throttle problems; navigation computer problems; flight guidance computer problems and intermittent HUD display problems.
G-IV Captain describes autopilot; auto thrust; and FMS malfunctions resulting in airspeed and altitude deviations while attempting to enter holding at 8;000 feet.