B757-200
Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 35000
Aircraft Equipment Problem Critical
Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Aircraft
The First Officer performed the takeoff; he was having trouble keeping the aircraft on the centerline. He said that it felt like the rudder was oscillating on the takeoff. During the climbout he tried to engage the autopilot and it would not engage; once we climbed and our speed increased he was able to get the autopilot on. The control wheel rolled left about 3.5 units of aileron to maintain level flight. He used about 5 - 7 units of rudder trim to the left to offset the control wheel inputs speed was about 250 knots. The rudder pedals were displaced about 1/3 of travel to the left. We climbed to 36;000 feet and increased speed to 300 knots; it took almost no rudder trim at the higher speed but the rudder pedals still were displaced to the left. We tried to contact Dispatch via phone patch from OPS and was advised they could not do that. We tried using our crew phone to Dispatch on both of our iPads but Dispatch kept hanging up; they could not hear us; we used earpieces and speakers but it did not work. We tried AIRINC but no comm there either. We had ACARS use at that point and contacted Dispatch for a solution. They advised us if we need to land a suitable alternate would be a option but it was further away with customs issues for the passengers. We agreed that departure airport was a good plan for return. We then advised ATC we needed to return to departure airport due to a flight control issue. We advised the flight attendants to prepare the cabin for a precautionary landing due to a flight control issue and an overweight landing [and] that they had about 30 minutes before landing. We made an announcement to the passengers stating we had to return for a mechanical issue. We also advised the flight attendants that the emergency equipment would be there when we land for precautionary reasons. The First Officer and I decided I would assume pilot flying duties due to the condition of the aircraft. I then started slowing the aircraft prior to return to burn more fuel off prior to landing. I also want to see how the aircraft performed slow. Once we slowed; the rudder pedal was 3/4 travel to the left with 5 units of left trim also. I then tried zeroing all the trim and aircraft rolled to the right. I then put all the trim back to get coordinated flight. I tried all 3 autopilots but they did not help. I then hand flew the aircraft for the approach and landing. We were cleared direct to [the] runway. We requested the emergency equipment standing by due to the overweight landing and our flight control issue. I turned final [and] I had the left rudder pedal 3/4 travel to the floor with 5 units of left rudder trim to maintain flight [and] the ball was also displaced. I asked the First Officer to feel the controls to see what we were dealing with. He was surprised of the amount of rudder needed to maintain somewhat coordinated flight. We slowed and went to flaps 30 and we did not have good control of the aircraft. I then went back to Flaps 25 for the landing which we had better control. I was concerned if had lost an engine in flight we would not have control of the aircraft with the amount of rudder that was displaced. We landed at 218;000 pounds at a speed of 150 kts; rate of descent was nil at touchdown. In the flare the control column abruptly oscillated back and forth violently - all I could do was to try and dampen the movement. We landed without incident. Taxied to a hard stand and deplaned. Cause: Flight Control issue with the rudder and elevator.
Initially I was pilot flying. Upon takeoff the rudder pedals felt abnormal and it was harder than usual to maintain the runway centerline. At the time I assumed it was due to gusty crosswinds. After takeoff in climb the Captain mentioned to me that my yoke was skewed to the side by quite a bit. We adjusted the rudder trim to 5-6 units before the yoke leveled. As we climbed the required rudder trim reduced as we climbed; but it became apparent that something was not right with the flight controls. We attempted to communicate with dispatch; but that proved difficult as dispatch could not hear us on Crewphone app; ARINC frequencies did not work; and OPS could not do a phone patch. We were essentially on our own other than cumbersome communication through ACARS. We came to the conclusion that the safest course of action would be to return rather than continue over mountainous terrain for the 4 hours remaining in flight with an unknown flight control issue. We notified Dispatch via ACARS; and turned back. The Captain took over pilot flying duties for the landing. Upon descent; the rudder issues got worse and worse the slower we flew. We configured early to be well aware of any other control issues before we got close to the ground. The Captain stated that he had significant rudder inputs in order to hold heading. Just prior to touchdown the yoke swung forward and aft uncontrollably. We landed overweight with a minimal descent rate and on speed. Taxi to the gate was normal. There was an issue with the flight controls. It was not apparent until we were airborne. Lack of ability to communicate with the company and Maintenance over [region] was a contributing factor. We had to figure it out on our own with minimal input available from Maintenance or Dispatch. Improve our ability to communicate while airborne over remote areas.
B757 flight crew reported returning to departure airport after experiencing flight control issues.