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Investigation continues into G650 crash
By: Curt Epstein
May 2, 2011
Business Aviation, AccidentsThe investigation continues into last month’s fatal crash of a Gulfstream G650 during a test flight at Roswell, N.M., and it may be more than a year before the cause of the accident is determined, according to the NTSB. Tom Latson, the NTSB investigator in charge of the accident, told AIN the Board will be conducting “a thorough investigation” and confirmed that the aircraft was equipped with a telemetry data downlink. That could potentially provide the investigators with a trove of additional clues, beyond those from the twinjet’s CVR and FDR. Aside from Gulfstream, other parties to the investigation include the FAA, Parker Aerospace (manufacturer of the aircraft’s fly-by-wire flight control system) Rolls-Royce Engines and the German Accident Investigation Bureau (as the 16,100-pound-thrust BR725A1-12 engines on the aircraft were manufactured in Germany).
In its preliminary report released four days after the April 2 crash, the NTSB said the aircraft was performing a takeoff with a simulated engine failure to determine takeoff distance requirements at minimum flap setting. The G650, S/N 6002, registered as N652GD took off at approximately 9:30 a.m. from the main Runway 21 at Roswell International Air Center Airport in Roswell, N.M. in clear weather with a 15-knotcrosswind from the left.
“Immediately after takeoff, the right wing struck the ground,” said FAA spokesman Lynn Lunsford, adding that the landing gear collapsed after the jet hit the ground. The first wingtip scrape marks were found approximately 5,300 feet from the start of of the 13,000-foot runway, between Taxiways Delta and Echo. According to witnesses, the aircraft slid across the ground, issuing sparks and smoke, and caught fire while it was still moving, leaving scorched grass in its wake.
During its slide of nearly 4,000 feet, the jet struck several taxiway signs and lights as it crossed Taxiway Bravo and narrowly missed a line of out-of-service jetliners parked on the airport’s disused Runway 30. It then crossed the tower access road before coming to rest approximately 230 feet from the base of the control tower, noted Brian Powell, a division chief at the airport’s rescue and firefighting department. “It was just a fireball going toward the tower,” said Powell.
It took the airport fire and rescue crew more than 15 minutes to extinguish the blaze, which destroyed the aircraft’s fuselage. Killed in the crash were test pilots Kent Crenshaw and Vivan Ragusa and technical specialists David McCollum and Reece Ollenburg.
Flight Tests Delayed
Immediately after the accident, Gulfstream suspended flight-testing its remaining four G650s. “We are participating fully in the aircraft investigation, and will resume flying only when we and the FAA are satisfied it is safe to do so,” said Pres Henne, the Savannah-based airframer’s senior vice president of programs, engineering and test.
Jay Johnson, chairman and CEO of parent company General Dynamics, issued a statement expressing sympathy for the families of the crew, along with his faith in the program. “I am confident that as Gulfstream assists aviation authorities in the accident investigation, the cause of this terrible tragedy will be determined. We look forward to continuing the rigorous testing required to achieve flight certification of the aircraft.”The G650 program represents higher stakes for Gulfstream than usual, as the new flagship will be certified under an all-new type certificate. The last time the airframer (then Grumman) tackled an all-new certification program was for the GII in 1965; every Gulfstream large-cabin jet since has been certified as an amendment of the GII approval. At the time of the accident, the company had completed 1,500 hours of the 2,200-hour certification program, although Gulfstream declined to provide details regarding which tests remained on the program’s checklist. The company said that all other certification and production work related to the G650 is continuing, but it has not issued any statements regarding possible delays to the aircraft’s certification, which was anticipated to occur later this year in time for deliveries to begin next year.
Übrigens spielt in dem Spielfilm David Niven und Leslie Howard mit, Simon. Letzterer starb beim Abschuss seiner DC 3 mit dem Kennzeichen G- AGBB über dem Golf von Biscaya.....
The Lightning Preservation Group
Die Gruppe hält mit Spenden und eigenen finanziellen Mitteln zwei Lightnings in taxi- condition!
Respekt vor diesem Einsatz. Dies ist in Deutschland aufgrund des hier herrschenden Zeitgeistes leider nicht möglich!
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Dies geschiet meistens während der Cold War Jet Days in Bruntingthorpe!
Dort sieht man solche Sachen:
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So laut, daß die Alarmanlagen der parkenden Autos losgehen! 
Dort zieht man es vor das Feuer der Tradition zu bewahren, anstatt wie hier die Asche anzubeten!
@Simon, hier wirst du fündig, wenn du Gomolzig und ähnlichen Schallschutz nicht magst! :aetsch: 
Bilder von meiner geliebten D-IKKY, die durch ihren tollen Sound an so manchem Sonntag morgen den Platz aufweckte!
Weitergehende Daten!
Auch wieder ein Flieger mit Garretts. Leider kann nicht jeder damit umgehen, denn die Triebwerke sind nix für ham- fisted- pilots......
Ist doch auch schön, Simon??
Tja Simon, das ist ja mal auch wirklich schlimm....... :aetsch:
Man muß doch den Leuten zeigen, daß es auch noch schöne Flugzeuge gibt! 
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Die Quelle für alle Bilder und Textauszüge in diesem Post!
The Turbine Commander (Model 690, 690A, 690B)
The first variant of the mighty turbine powered Twin Commanders, the 690 series matches Honeywell TPE331 engines producing 717.5 shaft horsepower to a pressurized airframe offering a 4,174 lb. useful load, including 600 lbs. of baggage.
Climbing out at 2,850 feet per minute, a turbo Commander will likely have you on top of the weather at FL200 in nine minutes and comfortably cruising in the mid to high twenty’s at 285 knots while sipping Jet A for 1,500 nautical miles.The JetProp Commander (Model 840, 900, 980, 1000)
Unequivocally the hands down all around best performer in its class (and many others), the Commander JetProp series defines performance, efficiency, and value. As a second generation to the Turbo Commander series, the JetProp Commanders offer greater wing area along with a larger fuselage and cabin. Engine options extend up to the TPE 331 Dash 10T engine producing 1,000 shaft horsepower and speeds exceeding 300 knots while burning only 75 gallons of fuel per hour. The 1000 model JetProp Commander has seating for up to 9, including a lavatory and is certified to FL350. RVSM capability is available via STC. JetProp Commanders offer a long range cruise capability between 1,700 and 2,050 nautical miles. Unbeatable by any measure.
Toller Flieger, mit tollem Sound, der durch solche Firmen wieder zum Leben erweckt word, durch tiefgreifende Modifikationen an Triebwerken und Avionik, sowie einer Grundüberholung, der die Zelle in nen Zustand besser als neu versetzt........
Artikel in aviationweek, wo es das Bild und den kompletten Text gibt
Classic airplanes continue to survive for decades through changes of manufacturer and Type Certificate holder-even surviving beyond the "grave" of production termination through a lively market for upgrading. One such is the Commander family -- much changed from the Aero Commander of five decades ago, but now described by its "foster parent" as "the ultimate turboprop."
Arlington, Va.-based Twin Commander Aircraft is at NBAA 2002 offering a range of upgrades culminating in complete rebuild for turboprop models. An interim modification that is proving popular is the installation of Honeywell TPE331-10T engines in Twin Commanders, replacing the factory-installed 5 turboprops. This ups the thermodynamic limit from 800 to 1,000 shp, cutting time-to-height and giving a 300-knots-plus cruise performance. To date, it has been applied to 75 aircraft.
The Grand Renaissance, of which 35 have so far emerged from Twin Commander service centers, is a completely disassembled airframe inspected and rebuilt to factory specifications, with every component overhauled or replaced. Dash 10 engines, custom interior and paint complete the process, presenting an airplane that is claimed to be "better than new."
Other options recently introduced for the wider Commander community include:
* Meggitt 'Magic' electronic flight and engine instrumentation display;
* Meggitt 2100 digital flight control system (both for Grand Renaissance);
* lower spar cap and nosewheel strengthening for Commander 500 pistons and 690 turboprops;
* magnesium fuel sumps for piston versions;
* flexible environmental control unit ducting; and
* new hot-and-high takeoff performance charts.These, says Twin Commander Aircraft's vp Jeff Cousins, will "not just keep the Twin Commander fleet flying, but will make it possible and desirable for every owner to upgrade the performance, utility and value of their airplane."-Paul Jackson
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mmmmmmmmmm, ME WANTS !
Das hat sich Stefan Raab auch gesagt..... 
Could an airplane hit the bull's-eye more squarely in today's environment than the TBM 850? I don't see how. The turboprop single burns about half again as much fuel as a typical piston twin, but it flies at least 100 knots faster on that fuel. And its range easily stretches out over 1,200 nm even with a little headwind. And now it has the latest in avionics technology with a three-display Garmin G1000 integrated system that features the giant 15-inch multifunction display (MFD) in the center.
The TBM has been popular as a rapid personal transportation airplane for years, but with the 850's top cruise of 320 knots while burning 65 gallons an hour of fuel that more and more costs $8 and up per gallon, the airplane offers an almost unbelievable speed return for the fuel. Pull the power back a little and you can cruise at 280 knots or so on about 50 gallons an hour. But around the airport it slows down to the same airspeed, and thus same pilot demands, as a high-performance piston single.
Socata introduced the 850 in 2006 when it increased cruise shaft horsepower from 700 to 850. That extra power added about 20 knots to top cruise speed and made the airplane even more desirable. But it was not possible at that point to also update the avionics to a fully integrated glass cockpit because the technology at the right price and size didn't exist. Now it does, in the form of the G1000 system.
The 850 is actually one of the last production single-engine airplanes, piston or turboprop, to convert to a glass cockpit, but unlike some others, the conversion is complete with a crew advisory system (CAS).
Turbine-powered airplanes have a warning and caution panel made up of individual annunciator lights, and master warning and caution lights. Each light is there to alert the pilot to a problem or to indicate the status of airplane systems. Warning lights, in red, are reserved for urgent information such as low oil pressure. Amber lights indicate an abnormal condition such as pitot heat not energized. The master warning or caution light comes on to alert the pilot to look at the individual lights in the annunciator panel. Each of these lights is fundamental to the airplane certification, so an equivalent method of alerting the pilot must be demonstrated before anything can be changed.
Because of the complexity of the warning and caution annunciation system, most turbine airplanes have kept the old-fashioned lights in place when they converted to a flat glass display for flight and engine instruments. But not Socata with the TBM 850. The company spent the many months and much money to convert the system to a plain language CAS that shows warnings and cautions on the flat-panel displays. This is a big deal in terms of effective crew alerting, and also in cleaning up the cockpit. In the new 850 the three big flat glass displays show everything needed to fly and monitor the airplane in plain language, leaving only the master warning and caution lights to call attention to the messages. That's why the 850 glass cockpit looks so clean and modern compared to some others that have converted from steam gauges to glass.
The TBM also has complete redundancy in attitude-heading reference (AHRS) and air data computers, as well as in displays. With dual AHRS and air data computers they can monitor each other and warn of discrepancies that would indicate a failure. If a sensor quits, the pilot, and autopilot, can fly on by using the operating sensor from the other side of the cockpit that can display accurate information on both PFDs. And, of course, an independent attitude gyro, airspeed indicator and altimeter are located right in front of the pilot to backup everything.
Following the best human factors, the TBM 850 has its flight guidance panel mounted in the center of the glareshield. The flight guidance panel contains the controls to select heading, altitude and all autopilot modes and is a place you look very frequently in busy airspace, so you want it up where you can see it without diverting your attention from the PFD and the view out the windshield.
As with other systems in the G1000 family, the avionics in the TBM 850 can be operated using knobs and buttons on the edges of the displays. But the 850 also has a remote keyboard control unit that, by pressing buttons and turning knobs on the unit, can be used to operate most functions of the system. I like having both data entry methods. For some chores, such as entering the alphanumeric characters that define a waypoint, the keyboard is fast and handy. For other chores, such as selecting display modes or map range, I find the knobs work better. And in bumpy air, a knob is almost always easier to grasp and use accurately than a keyboard.
Socata also used the production block point change for the avionics to convert the air conditioning system to an engine-driven compressor from an electrically powered unit. The engine-driven compressor delivers dramatically improved cold air flow immediately after engine start. The cold air -- or warm air, as required -- is controlled by separate systems for the cockpit and cabin. Now a pilot baking in the sun won't need to freeze a rear-seat passenger who is sitting in the shade.
The newest 850 also has just over 100 pounds more fuel capacity because of some changes around the filler port. The landing gear has also been beefed up to handle the twisting loads of tight turns on the ramp. There haven't been gear problems in previous versions of the airplane, but ways to strengthen the gear to withstand fast, sharp turns on the ramp without a significant weight penalty were identified.
Despite its enormous capability -- or more accurately because of it -- the new G1000 system saves a little more than 100 pounds of weight in a typical 850. Some of the weight savings comes from the consolidation of dozens of flight and engine instruments into the three glass displays, but much of it results from savings in wire weight. Most of the sensors in the G1000 systems are modules that connect to the rear of the displays. In the previous system each sensor, whether it be for GPS/nav/comm or attitude, had to be linked to a dedicated display by wire bundles. In the earlier airplanes the autopilot is a distinct system with need for wires to connect it to all sorts of equipment including air data, attitude, nav sources and so on. Now the GFC 700 autopilot is essentially built into the G1000 system with need for wires to link it to only a few remote elements such as the servos.
As I walked around the new 850 preparing for flight I was again impressed by the obvious strength and purposeful nature of the design. The wing is quite thick with a nearly constant chord. But with a span of more than 41 feet the aspect ratio is high. That's what you want for an airplane to climb quickly to its certified ceiling of 31,000 feet, but still deliver predictable low-speed flying qualities and stall characteristics. The wing was designed from scratch for a specific altitude and speed profile and delivers with minimum compromise.
The large cabin door that was originally designed as a utility door offers easy access to the cabin. Seats -- even though they meet all of the latest crashworthiness G-loading standards -- can be removed by pulling a couple of pins. Many TBM owners find it convenient to fly without the left-side rear-facing center row seat, making it easier to reach the pilot seats and giving rear-seat passengers more room. Socata is building some TBMs with a forward pilot door, which some people love and others are happy to do without. The pilot door's weight chews up nearly all of the gains from the G1000 system and adds nearly $90,000 to the price. I would happily live without it. The already comfortable interior of the 850 has been upgraded in the new model with excellent leathers.
Socata chose to use the pilot's PFD in a composite mode as the initial startup display. In composite mode both engine and flight instruments are combined on a single display just as they would be if a display failed in flight. With this display you see the engine instruments to monitor the start, while the AHRS is aligning. When you turn on the avionics power, the rest of the system comes to life. The big MFD can display system synoptic pages so you can check the operation of the electrical system with its multiple buses and dual generators, or look at a detailed fuel status page. The CAS messages tell you what's left to do before takeoff, such as turn on pitot and stall warning heats.
For takeoff in the new 850 it is recommended that you still trim the rudder pretty far right to an index mark on the scale using a rocker switch under your thumb on the control wheel. This counteracts propeller effects on takeoff and initial climb. However, once in flight with the rudder trimmed a new automatic rudder trim feature of the G1000 yaw damper takes over and keeps the rudder trimmed for the remainder of the flight.
The TBM 850 flies like any other powerful single, except that it has more power than most. With 130 knots selected in the FLC (flight level change) mode the long nose points to the sky and keeps going up. On a standard temperature day the airplane can get to 25,000 feet in about 14 minutes. Pretty good for only one engine. And all 850s are eligible for RVSM approval so they can fly up to the certified ceiling of 31,000 feet instead of the maximum 28,000 feet for non-RVSM airplanes.
Socata converted the 850's cabin pressurization controls to an electronic system, but for some reason kept the mechanical dial where you set cruise altitude and field elevation. All other pressurization information such as cabin altitude, rate of climb and PSI are shown on the MFD, so it's odd that the system wasn't completely automated, but the workload is hard to complain about with only one required setting.
I don't know what to say about the operation of the G1000 system that you haven't read before. I watched it fly a full RNAV approach including procedure turn, glidepath capture and miss to a holding pattern entry. I could look at a Jeppesen chart of the procedure, or a map over topographical colors, or XM Weather and all of the things we have come to expect from current avionics systems. The 850 does not yet have Garmin's synthetic vision technology (SVT) but will as soon as it is approved in Europe and then the United States. It will be a software change to that exciting new safety capability.
Kompletter Text und die Bilder gibt es hier
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Die Seite von MT- Propeller aus Atting!
Ich empfehle unter:-> Aircraft -> Virtual Tour zu schauen! :love2:
Hier gibts noch ein Manual!
Der Flieger wäre auch ein Kandidat für ein Garrett- Triebwerk....
Die Dash 12 mit 1200 WPS.
Da braucht man nach dem Start flinke Hände um das Fahrwerk und die Klappen zu fahren, und dann 20° bis 30° Pitch um bei full power unter der Vne zu bleiben
Und dann im Reiseflug kräftig die Power rausziehen, und sich über den niedrigen Verbrauch freuen. Das wäre ein hot rod, der selbst bei starken ISA+ Bedingungen locker von kurzen und hohen Plätzen fliegen kann....
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Ich weiss schon auf was du hinaus willst und stimme dir auch soweit zu. Das TSM und das AAM besagt aber, das bei Auftreten von Öl-Leckagen an diesen Stellen der Ofen zu wechseln ist. Die eigentliche Ursache ist da erst mal wurscht, da das Triebwerk dann im Shop zerlegt wird. Und kurz mal das Boroskop reinhalten, reicht da nicht m. E. .
Oder warum schreibt der Hersteller so etwas ins Manual?? Weil er nen sicheren Betrieb mit solch nem Schadensbild nicht garantieren kann, Und das will ich als Passagier. Die Garantie, daß alles unternommen wurde, ein voll funktionstüchtiges Fliegerlein zu haben.
Wenn man AB kein Fehlverhalten nachweisen kann, dann umso besser, freut mich. Ehrlich. Aber das erklärt nicht die überaus dürftige Info- Politik. Weil, wenn es diese Kommunikation gab, die du gerade angerissen hast, dann wäre es doch für AB ein Klacks zu sagen: "Wir haben mit Airbus telefoniert und die haben gemeint, daß es OK sei." Dann kein Problem. Oder?? Dann gäbe es auch keine Untersuchung seitens des LBAs oder des BFUs.
und AB wird nicht viel passieren. Wenn es nicht regelkonform war, wird man dem Schrauber die Hammelbeine langziehen. So einfach läufts.
Ich fürchte, wir drehen uns hier im Kreis Peter. Du siehst die Notwendigkeit acc. AAM und TSM als Erwiesen an. Klar, sollte der Fehler tatsächlich so gewesen sein, gebe ich dir recht. Aber wer gibt dir denn die Gewissheit, dass es wirklich so war? Fehleinschätzungen können jedem mal passieren! Auch den Technikern der Thai!
Tom, nochmal, was denkst du denn, was ein SAFA- inspektor hierzulande mit solch einem Flieger machen würde??
Der würde nen astreinen Class 3 schreiben, der schon wegen weniger verteilt wird.
Und wenn ein Hersteller von nem Flieger sagt, daß man den Ofen bei diesem Defekt- oder Störungsbild wechseln muß, dann gehört er von der Fläche. Seit wann weiss ein Prüfer von AB mehr, als die Leute die das Ding gebaut und zur Zulassung gebracht haben. Und wenn zwei Instanzen sich widersprechen ( AB und Thai) dann hole ich mir doch ne Dritte hinzu. Und im Zweifelsfall wechselt man den Ofen. So soll es sein, und nicht nach operationellen Gesichtspunkten wie Crew- und Flugzeugumläufen.......
Siehst du Tom, und ich halte mich an das AAM und das TSM wo der engine change gefordert wird.
Stell dir vor, Tom, in Deutschland bekommt ne Airline nen SAFA- Check. Und der Flieger hat genau diesen Defekt. Der Check hat normalerweise nach dem walk around der Crew zu erfolgen und beschränkt sich auf Auffälligkeiten, die der Crew hätten auffallen müssen, somit bei der Kontrolle nachweisbar sind.
Was glaubst du, würde ein SAFA- Inspektor mit solch einem Flieger wohl tun?? Der würde das AAM und das TSM sich zeigen lassen oder mit P&W oder Airbus telefonieren, und der Carrier hätte ne Menge Hotelzimmer zu buchen.
Die Aufnahmequalität ist der hammer. Und auch die Ausrüstung, die die Spotter mit auf den Berg schleppen.......
