From: jeffrey E. <[email protected]> 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 31 revealed 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