EFTA01789549.pdf

From: Larry Visoski <[email protected]> Sent: Wednesday, June 18, 2014 10:36 PM To: Je vacation Subject: Bedford GIV crash update Pr=liminary GIV Crash Report Focuses on Flaps and Gust Lock </=pan> Cc: Preliminary GIV 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 Bed=ord Hanscom Field near Boston on May 31revealed a number of inconsistencie=. On June 13, investigators reported that while the flap handle on the jet w=s set to the "flaps 10" position, the flight data recorder indicated the fl=ps were set to the "flaps 20" position. Speculation also focused on t=e position of the aircraft's gust lock before takeoff. On that subject, the=report said, "The flight data recorder (FOR) data revealed the elevator con=rol surface position during the taxi and takeoff was consistent with its po=ition if the gust lock was engaged." The GIV's control lock will not normal=y 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 contr=l pedestal, was however found in the forward (OFF) position and the elevato= gust lock latch was disengaged," concluded investigators. The Gulfstream's=FDR did not record any movement of the flight controls by the crew before t=keoff. AIN spoke with a GIV pilot based in the northeast U.S. who di= not wish to be identified but offered some insights on the aircraft. "The p=sition of the controls recorded by the FDR was pretty consistent with where=the flight controls normally rest during taxiing," he said. On this basis, t=e gust lock theory would seem less plausible. "You normally don't ev=n start the engines with the control lock in place," the pilot added. He ex=lained that part of the Gulfstream takeoff procedure includes feeling the c=ntrols lighten as air moves across the tail surfaces early in the takeoff r=ll. "If we don't feel that by 60 knots or so, it's an automatic abort," he a=ded, while also questioning the takeoff speeds mentioned in the report. "At=a light [takeoff] weight, the V1 speed of the GIV should have been about 11= knots," he said, "with rotation at about 124." This prompted him to questi=n why the aircraft reached a speed of 165 knots before the crew aborted the=takeoff. EFTA_R1_00116121 EFTA01789549 http://www.ainonline.com/comment/10536 <http://i2O.rs6.net/tn.jsp?f=OO1j5OHIoC4t-nvmCX=- BZGrYLCnHaRyIGX3o822X_HSwEZ3itLnI.yjGsohRWzFawQU6sb2Ln8e-Mh47xlWsTAE8KVq9=3pPITQt4WYII3N- NIb4KNqGjvqppzMnOthzOuDq2YOs8bbiw4BinPCE1lhoDXZaU2sVxnYQ_KkS=2PkUCwiku-dfkYixSOQWTKgI&c=P- oZKmpzcC2qYGr8PBy42Vim6Ky1rZKJj-f4Z-m6pj=DlbZJrMRIIA==&ch=kOt282-KwHZd8ceMsjlkRwhgWc.JDM2Ml3z- zqyRVAZocXs.l_=nmcgg==> Back to Top cx-apple-msg-load://0AABSE4F-B9D4-4098-BE4A-E=FFF1866D83/#146af616faa4fbf4_Top> = Vice President Western Zone Manager I &nb=p;Global Aerospace Inc. Woodland Fl=lls, CA 91367 <x-apple-data-detectors://7/0> <1=> Sent from my iPh=ne 2 EFTA_R1_00116122 EFTA01789550