EFTA00640883.pdf

From: Larry Visoski To: "Jeffrey E." <jeevacation@gmail.com> Subject: Re: Bedford GIV crash update Date: Thu, 19 Jun 2014 00:21:50 +0000 I will order Paris charts., Thx Larry Sent from my iPhone On Jun 18, 2014, at 8:05 PM, "jeffrey E." <jeevacation@gmail.com> wrote: order the paris charts On kVed, Jun 18, 2014 at 6:36 PM, Larry Visoski <IMI > wrote: Preliminary GIV Crash Report Focuses on Flaps and Gust Lock <image00 1 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 EFTA00640883 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.ainonl ine.com/comment/10536 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 (w) (m) I www.global-aero.com -aero.com> Date: Jun 18, 2014 10:28 AM Subject: GIV Prelim To: "Neal Young ( Cc: Preliminary GIV Crash Report Focuses on Flaps and Gust Lock <image00 Ljpg> 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 EFTA00640884 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. http://www.ainonline.com/comment/10536 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 (w) (m) I www.global-aero.com Sent from my iPhone please note The information contained in this communication is confidential, may be attorney-client privileged, may constitute inside information, and is intended only for the use of the addressee. It is the property of JEE Unauthorized use, disclosure or copying of this communication or any 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 jeevacation@gmail.com, and destroy this communication and all copies thereof, including all attachments. copyright -all rights reserved EFTA00640885