From: jeffrey E. <jeevacation@gmail.com>
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 31revealed 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.

## Preliminary GIV Crash Report Focuse= on Flaps and Gust Lock (cont.)

http://www.ainonline.com/comment/10536 <http://r20.rs6.net/tn.jsp?f=001j5OHloC4t-nvmCX9-BZGrYLCnHa=ylGX3o822X_HSvvEZ3itLnLyjGsohRWzFawQLJ6sb2Ln8e-Mh47xlWsTAE8KVq973pPITQt4WY=l3N-Nlb4KNqGjvqppzMNnOthz0uDq2Y0s8bbiw4BinPCE1IhoDXZaU2sVxnYQ_KksI2PkUCwikiu=dfkYix50QWTKgl&c=P-oZKmpzC2qYGr8PBy42Vim6Ky1rZKJj-f4Z-m6pjSDlbZJrMR=IA==&ch=k0t282-KwHZd8ceMsjlkRwhgWcJDM2MI3z-qyRVAZocXsJ_Hnmcgg=3D=>

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Timothy Boland | Senior Vice President - Western Zone Manager | Global Aerospace Inc.
21650 Oxnard Street, Suite 1550, Woodland Hills, CA 91367
(w) | + <tel> (m) | 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:  > )" < 
<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 31revealed 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.

## Preliminary GIV Crash Report Focuse= on Flaps and Gust Lock (cont.)

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://r20.rs6.net/tn.jsp?f=001j5OHloC4t-nvmCX9-BZGrYLCnHa=ylGX3o822X_HSvvEZ3itLnLyjGsohRWzFawQLJ6sb2Ln8e-Mh47xlWsTAE8KVq973pPITQt4WY=l3N-Nlb4KNqGjvqppzMN0thz0uDq2Y0s8bbiw4BinPCE1IhoDXZaU2sVxnYQ_KkSI2PkUCwikiu=dfkYix50QWTKgl&c=P-oZKmpzC2qYGr8PBy42Vim6Ky1rZKJj-f4Z-m6pjSDlbZJrMR=IA==&ch=k0t282-KwHZd8ceMsjlkRwhgWcJDM2MI3z-qyRVAZocXsJ_Hnmegg=3D=>

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Timothy Boland | Senior Vice President - Western Zone Manager | Global Aerospace Inc.
21650 Oxnard Street, Suite 1550, Woodland Hills, CA 91367
(w) | + <tel> (m) | www.global-aero.com <http://www.global-aero.com/ target="_blank">

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## Preliminary GIV Crash Report Focuse= on Flaps and Gust Lock (cont.)

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