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Gulfstream IV crashes during takeoff at Bedford/Hanscom KBED near Boston; seven fatalties
Private plane ran off a runway last night at Hanscom Field in Bedford and burst into flames. Officials said all seven people aboard the plane died, according to The Boston Globe. A Massport spokesman told The Associated Press the Gulfstream IV jet crashed as it was leaving Hanscom for Atlantic City, New Jersey about 9:40 Saturday night. (www.necn.com) Más...Sort type: [Top] [Newest]
A similar sounding accident occurred during flight testing of a Gulfstream 650. The memory of the incident was prompted by Dennis Florian's comment below concerning the stick shaker. In this test flight accident, the shaker activation speed was incorrectly set and they stalled with one wing low before becoming airborn. Here is the NTSB report: http://www.ntsb.gov/news/events/2012/gulfstream/
Here is a very descriptive PDF presentation about this accident, also produced by the NTSB. The rusulting burned-out hulls look earily similar. http://www.ntsb.gov/doclib/speeches/weener/weener_130109.pdf
There is a checklist requirement to test the stall barrier (stall warning) system before flight, after engine start. This entails pulling the yoke full aft, while the PIC and SIC, simultaneously press test switches, (each on their own side of the cockpit). It's usually after this test that the PM/PF will perform a free and correct movement check of the flight controls.
My WAG is that they did the shaker test but never checked free & correct movement of the flight controls afterwards. I believe we'll find out from Gulfstream in this investigation that there is a unique set of circumstances in which a valve causes a binding of the flight control for the elevator because of that test.
Maybe we'll have some GIV guys come forward who've had the same issue but were fortunate enough to have a longer runway in the unusual abort past V1/VR call-outs. Certainly a high level of skill to high speed abort in a 'surprised' situation like that...no doubt. Just hope some professionals come forward and share their experience (if any).
My WAG is that they did the shaker test but never checked free & correct movement of the flight controls afterwards. I believe we'll find out from Gulfstream in this investigation that there is a unique set of circumstances in which a valve causes a binding of the flight control for the elevator because of that test.
Maybe we'll have some GIV guys come forward who've had the same issue but were fortunate enough to have a longer runway in the unusual abort past V1/VR call-outs. Certainly a high level of skill to high speed abort in a 'surprised' situation like that...no doubt. Just hope some professionals come forward and share their experience (if any).
According to a source close to the investigation and a former NTSB member himself, I was told the control locks were not released after engine start.....and didn't follow after-start checklist.
What seems odd is the RTO and why they could not stop. A friend of mine who has flown GIV's for ten years told me that a GIV could have made an RTO, done it a second time and still stopped in the length of runway at Bedford.
Any GIV drivers out there that wish to comment? I am curious why Gulfstream wouldn't have a warning for that, similar to any other T.O. configuration abnormal.
What seems odd is the RTO and why they could not stop. A friend of mine who has flown GIV's for ten years told me that a GIV could have made an RTO, done it a second time and still stopped in the length of runway at Bedford.
Any GIV drivers out there that wish to comment? I am curious why Gulfstream wouldn't have a warning for that, similar to any other T.O. configuration abnormal.
[This poster has been suspended.]
How much GIV time do you have Mr. Farnsworth??? I have seen my companies GIV fly off the short runway at KBFI field and fly to Mazatlan with 8 pax on board.
I am also told that Gulfstream Pilots demonstrated a mid weight RTO using T/R's only and stopped in under 5000 feet.
Just saying.
I am also told that Gulfstream Pilots demonstrated a mid weight RTO using T/R's only and stopped in under 5000 feet.
Just saying.
[This poster has been suspended.]
Well Jim...you and Preacher, understandable don't have complete knowledge on the capabilities of a GIV...( and apparently, neither do I, I'll tell you why in a moment. I am just reporting what my sources said they found).
Perhaps these folks didn't recognize the problem until reaching165 kts...though I don't see how SOMEONE didn't hand their hand on the yoke during T.O roll...and recognize the problem.but at Max T.O. Wt at KBED their rotation speed would have been no more than 140 kts.....VI less.
The highest rotation speed a GIV would have at Bedford...even at Max weight ( 74,600 lbs.) would be approximately138-140....But like I said at a weight I am guessing they were at (56,000 lbs.) their rotation speed would be approximately 124-125, but here's the important point ...BFL would have been 3300 -3400 feet.... ....room for two stops ( ok, I'll give some degradation due to thermal load....but it IS feasible).
One thing I wasn't sure about but DID check on was....and hence my error, is that the Throttles would have been locked ( guys went out and physically checked it and the throttles won't advance).... You COULD taxi however.
My error...and I apologize for that....Lo sieto, Mia culpa!
As I mentioned a GIV is an incredible aircraft..... Six people out of Boeing Field's short runway 3710' and enough fuel to fly 3.5 hours to Tamarindo, Mexico
Perhaps these folks didn't recognize the problem until reaching165 kts...though I don't see how SOMEONE didn't hand their hand on the yoke during T.O roll...and recognize the problem.but at Max T.O. Wt at KBED their rotation speed would have been no more than 140 kts.....VI less.
The highest rotation speed a GIV would have at Bedford...even at Max weight ( 74,600 lbs.) would be approximately138-140....But like I said at a weight I am guessing they were at (56,000 lbs.) their rotation speed would be approximately 124-125, but here's the important point ...BFL would have been 3300 -3400 feet.... ....room for two stops ( ok, I'll give some degradation due to thermal load....but it IS feasible).
One thing I wasn't sure about but DID check on was....and hence my error, is that the Throttles would have been locked ( guys went out and physically checked it and the throttles won't advance).... You COULD taxi however.
My error...and I apologize for that....Lo sieto, Mia culpa!
As I mentioned a GIV is an incredible aircraft..... Six people out of Boeing Field's short runway 3710' and enough fuel to fly 3.5 hours to Tamarindo, Mexico
I'd have to agree with James here. Your part about the 2 RTO's was what got me.