Gulfstream G IV N701DB

Summary

On 8 February 2015 at about 04:36 local time, a Gulfstream G IV registered N701DB, operated by Executive Air Charter of Boca Raton, was involved in an incident near Eagle, Colorado, United States. 7 people were on board and nobody was injured. The aircraft was slightly damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

8 February 2015 at 04:36

Classification

Incident

Location

Eagle, Colorado, United States

Nearest airport

Eagle County Regional (EGE)

Coordinates

39.6428, -106.9158

Aircraft

Gulfstream G IV

Registration

N701DB

Category

Airplane

Year built

1987

Engines

2

Operator

Executive Air Charter of Boca Raton

Operating rule

Part 91: General Aviation

Purpose of flight

Executive/Corporate

Phase of flight

Not recorded

Route

Eagle → Burbank

Aircraft damage

Minor

Weather

VMC

Light

Night

NTSB number

CEN15IA139

Nobody was injured.

The pilot's rejected takeoff due to perceived flight control system anomalies, which led to excessive brake temperatures and resulted in a right main landing gear brake fire.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot reported that the pretakeoff flight control check was "normal" with "no binding or resistance issues." During the initial takeoff, the pilot used the autothrottles. Shortly after, a triple chime and master warning indication activated, so he rejected the takeoff. However, the pilot observed no messages on the crew alert system nor any tripped electrical circuit breakers, so he chose to attempt another takeoff. During this takeoff, he did not use the autothrottles. As the airplane accelerated through 75 knots, the triple chime and master warning indication activated again. The engine low-pressure turbine speed was within the yellow arc, so the pilot reduced the engine thrust slightly to return to the normal operating range and continued the takeoff. At rotation speed, he pulled back on the control yoke, but the flight controls did not seem to respond normally. The pilot added that the controls had no "noticeable pressure resistance and felt unloaded with hydraulic pressure." He noted that the yoke was moved "forward and then back further aft" with the same result. The pilot subsequently rejected the takeoff and applied maximum braking and full reverse thrust. He taxied the airplane off the runway and stopped it on the parallel taxiway. A postincident examination of the airplane, including the flight control system, did not reveal any anomalies that would have compromised the effectiveness of the flight control system. Although minor variations in the inboard elevator control cable tension and elevator control surface deflections were noted, these variations also likely existed during the initial flight of the day; the pilots of that flight reported no discrepancies. After repairing the fire damage to the right main landing gear, the airplane manufacturer had two test pilots conduct an evaluation test flight. The pilots reported that the elevator response during takeoff was "positive, obvious, and 100% normal." The pilots continued the takeoff and subsequently returned for a full-stop landing. They reported that no anomalies occurred during the evaluation test flight.

Quoted verbatim from the NTSB record.