EFTA02585053

From: jeffrey E. <[email protected]> Sent: Thursday, June 19, 2014 12:05 AM To: Larry Visoski Subject: Re: Bedford GIV crash update order the paris charts On Wed, Jun 18, 2014 at 6:36 PM, Larry =isoski < <mailto > wrote: Preliminary GIV Crash Report Focuse= on Flaps and Gust Lock The NTSB's preliminary report into the crash of a Gulfstream IV during =akeoff roll at Bedford Hanscom Field near Boston on May 31 revealed a numb=r of inconsistencies. On June 13, investigators reported that while the fl=p handle on the jet was set to the "flaps 10" position, the flig=t data recorder indicated the flaps were set to the "flaps 20" p=sition. Speculation also focused on the position of the aircraft's gust loc= before takeoff. On that subject, the report said, "The flight data r=corder (FDR) data revealed the elevator control surface position during th= taxi and takeoff was consistent with its position if the gust lock was en=aged." The GIV's control lock will not normally allow the thrust =evers to be advanced beyond six-percent thrust with the lock engaged. &quo=;The gust lock handle, located on the right side of the control pedestal, =as however found in the forward (OFF) position and the elevator gust lock =atch was disengaged," concluded investigators. The Gulfstream's F=R did not record any movement of the flight controls by the crew before ta=eoff. AIN spoke with a GIV pilot based in the northeast U.S. who did not wish=to be identified but offered some insights on the aircraft. "The posi=ion of the controls recorded by the FDR was pretty consistent with where t=e flight controls normally rest during taxiing," he said. On this bas=s, the gust lock theory would seem less plausible. "You normally don't even start the engines with the control lo=k in place," the pilot added. He explained that part of the Gulfstrea= takeoff procedure includes feeling the controls lighten as air moves acro=s the tail surfaces early in the takeoff roll. "If we don't feel =hat by 60 knots or so, it's an automatic abort," he added, while =lso questioning the takeoff speeds mentioned in the report. "At a lig=t [takeoff] weight, the V1 speed of the GIV should have been about 118 kno=s," he said, "with rotation at about 124." This prompted hi= to question why the aircraft reached a speed of 165 knots before the crew=aborted the takeoff. EFTA_R1_01764315 EFTA02585053 http://www.ainonline.com/comment/10536 <http://r20.rs6.net/tn.jsp?f=001j5OHloC4t-nvmCX9- BZGrYLCnHa=ylGX3o822X_HSwEZ3itLnLyjGsohRWzFawQU6sb2Ln8e-Mh47xlWsTAE8KVq973pPlTQt4WY=I3N- NIb4KNqGjvqppzMnOthz0uDq2Y0s8bbiw4BinPCE1lhoDXZaU2sVxnYQ_KkSI2PkUCwiku=dfkYix50QWTKgI&c=P- oZKmpzcC2qYGr8PBy42Vim6Ky1rZKJj-f4Z-m6pjSDIbZJrMR=IA==&ch=k0t282-KwHZd8ceMsjIkRwhgWcJDM2MI3z- zqyRVAZocXsJ_Hnmcgg=3D=> Back to Top</=> Timothy Boland I Senior Vice Presiden= - Western Zone Manager I Global Aerospace Inc.</=> 21650 Oxnard Street, Suite 1550, Woodland Hills, CA 91367 w) I + <tel (m) I www.global- aero.com <http://www.global-aero.com/= target=> <= href="mailto target="_blank">-aero.com&g=; Date: Jun 18, 2014 10:28 AM Subject: GIV Prelim To: "Neal Young = <mailto > )" <I <mailto: Cc: =span style="background-color:rgba(255,255,255,0)">Preliminary GI= Crash Report Focuses on Flaps and Gust Lock The NTSB's pre=iminary report into the crash of a Gulfstream IV during takeoff roll at Be=ford Hanscom Field near Boston on May 31 revealed a number of inconsistenc=es. On June 13, investigators reported that while the flap handle on the j=t was set to the "flaps 10" position, the flight data recorder i=dicated the flaps were set to the "flaps 20" position. Speculation also focused on the position of the aircraft's gust loc= before takeoff. On that subject, the report said, "The flight data r=corder (FDR) data revealed the elevator control surface position during th= taxi and takeoff was consistent with its position if the gust lock was en=aged." The GIV's control lock will not normally allow the thrust =evers to be advanced beyond six-percent thrust with the lock engaged. &quo=;The gust lock handle, located on the right side of the control pedestal, =as however found in the forward (OFF) position and the elevator gust lock =atch was disengaged," concluded investigators. The Gulfstream's F=R did not record any movement of the flight controls by the crew before ta=eoff. 2 EFTA_R1_01764316 EFTA02585054 AIN spoke with a GIV pilot based in the northeast U.S. who did not wish=to be identified but offered some insights on the aircraft. "The posi=ion of the controls recorded by the FDR was pretty consistent with where t=e flight controls normally rest during taxiing," he said. On this bas=s, the gust lock theory would seem less plausible. "You normally don't even start the engines with the control lo=k in place," the pilot added. He explained that part of the Gulfstrea= takeoff procedure includes feeling the controls lighten as air moves acro=s the tail surfaces early in the takeoff roll. "If we don't feel =hat by 60 knots or so, it's an automatic abort," he added, while =Iso questioning the takeoff speeds mentioned in the report. "At a lig=t (takeoff] weight, the V1 speed of the GIV should have been about 118 kno=s," he said, "with rotation at about 124." This prompted hi= to question why the aircraft reached a speed of 165 knots before the crew=aborted the takeoff. http://www.ainonline.com/comment/10536 <http://r2O.rs6.net/tn.jsp?f=OO1j5OHIoC4t-nvmCX9- BZGrYLCnHa=ylGX3o822X_HSvvEZ3itLnLyjGsohRWzFawQU6sb2Ln8e-Mh47xlWsTAE8KVq973pPITQt4WY=I3N- NIb4KNqGjvqppzMnOthzOuDq2YOs8bbiw4BinPCE1lhoDXZaU2sVxnYO_KkSI2PkUCwiku=dfkYix5OQVVTKgI&c=P- oZKmpzcC2qYGr8PBy42Vim6Ky1rZKJj-f4Z-m6pjSDIbZJrMR=IA==&ch=kOt282-KwHZd8ceMsjIkRwhgWcJDM2MI3z- zqyRVAZocXsJ_Hnmcgg=3D=> Back to Top</=> Timothy Boland I Senior Vice Presiden= - Western Zone Manager I Global Aerospace Inc.</=> 21650 Oxnard Street, Suite 1550, Woodland Hills, CA 91367 w) I + <tel (m) I www.global- aero.com <http://www.global-aero.com/= target=> Sent from my iPhone </=iv> =C24> please note The information contained in this communication is confidential, ma= be attorney-client privileged, may constitute inside information, and =s intended only for the use of the addressee. It is the property of JEE Unauthorized use, disclosure or copying of this communication or =ny part thereof is strictly prohibited and may be unlawful. If you have=received this communication in error, please notify us immediately by return e-mail or by e-mail to [email protected] <mailto:[email protected]> , and 3 EFTA_R1_01764317 EFTA02585055 destroy this communication =nd all copies thereof, including all attachments. copyright -all rights=reserved 4 EFTA_R1_01764318 EFTA02585056