Darren Indyke <
>, Rich Kahn
Inline-Images: image001.jpg; image001(1)jpg
JE told me to order Paris charts, sounds like a definite maybe to Paris Saturday night
Thx
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Begin forwarded message:
order the paris charts
On WS, Jun 18, 2014 at 6:36 PM, Larry Visoski <IMI
> wrote:
Preliminary GIV Crash Report Focuses on Flaps and Gust Lock
a
1-
2020/2014/06/17
es/crash-big-13313.jpg
The NTSB's preliminary report into the crash of a Gulfstream IV during takeoff roll at Bedford Hanscom
Field near Boston on May 31 revealed a number of inconsistencies. On June 13, investigators reported that
EFTA00367574
while the flap handle on the jet was set to the "flaps 10" position, the flight data recorder indicated the flaps
were set to the "flaps 20" position.
Speculation also focused on the position of the aircraft's gust lock before takeoff On that subject, the report
said, "The flight data recorder (FDR) data revealed the elevator control surface position during the taxi and
takeoff was consistent with its position if the gust lock was engaged." The GIV's control lock will not
normally allow the thrust levers to be advanced beyond six-percent thrust with the lock engaged. "The gust
lock handle, located on the right side of the control pedestal, was however found in the forward (OFF)
position and the elevator gust lock latch was disengaged," concluded investigators. The Gulfstream's FDR
did not record any movement of the flight controls by the crew before takeoff.
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 position of the controls recorded by the FDR was pretty consistent with where
the flight controls normally rest during taxiing," he said. On this basis, the gust lock theory would seem less
plausible.
"You normally don't even start the engines with the control lock in place," the pilot added. He explained that
part of the Gulfstream takeoff procedure includes feeling the controls lighten as air moves across the tail
surfaces early in the takeoff roll. "If we don't feel that by 60 knots or so, it's an automatic abort," he added,
while also questioning the takeoff speeds mentioned in the report. "At a light [takeoff] weight, the VI speed
of the GIV should have been about 118 knots," he said, "with rotation at about 124." This prompted him to
question why the aircraft reached a speed of 165 knots before the crew aborted the takeoff.
httplAvww.ainonline.comicomment/10536
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Timothy Boland I Senior Vice President - Western Zone Manager I Global Aerospace Inc.
21650 Oxnard Street, Suite 1550, Woodland Hills, CA 91367
Cc:
II
Preliminary GIV Crash Report Focuses on Flaps and Gust Lock
EFTA00367575
1-
2020/2014/06/17
es/crash-big-13313.jpg
The NTSB's preliminary report into the crash of a Gulfstream IV during takeoff roll at Bedford Hanscom
Field near Boston on May 31 revealed a number of inconsistencies. On June 13, investigators reported that
while the flap handle on the jet was set to the "flaps 10" position, the flight data recorder indicated the flaps
were set to the "flaps 20" position.
Speculation also focused on the position of the aircraft's gust lock before takeoff On that subject, the report
said, "The flight data recorder (FDR) data revealed the elevator control surface position during the taxi and
takeoff was consistent with its position if the gust lock was engaged." The GIV's control lock will not
normally allow the thrust levers to be advanced beyond six-percent thrust with the lock engaged. "The gust
lock handle, located on the right side of the control pedestal, was however found in the forward (OFF)
position and the elevator gust lock latch was disengaged," concluded investigators. The Gulfstream's FDR
did not record any movement of the flight controls by the crew before takeoff.
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 position of the controls recorded by the FDR was pretty consistent with where
the flight controls normally rest during taxiing," he said. On this basis, the gust lock theory would seem less
plausible.
"You normally don't even start the engines with the control lock in place," the pilot added. He explained that
part of the Gulfstream takeoff procedure includes feeling the controls lighten as air moves across the tail
surfaces early in the takeoff roll. "If we don't feel that by 60 knots or so, it's an automatic abort," he added,
while also questioning the takeoff speeds mentioned in the report. "At a light [takeoff] weight, the VI speed
of the GIV should have been about 118 knots," he said, "with rotation at about 124." This prompted him to
question why the aircraft reached a speed of 165 knots before the crew aborted the takeoff.
Back to Top
Timothy Boland I Senior Vice President - Western Zone Manager I Global Aerospace Inc.
21650 Oxnard Street Suite 1550 Woodland Hills, CA 91367
www.global-aero.com
EFTA00367576
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