The tragic Gulfstream IV accident in Boston has been on my mind lately, partly because I fly that aircraft, but also because the facts of the case are disquieting.
While I’m not interested in speculating about the cause, I don’t mind discussing factual information that the NTSB has already released to the public. And one of the initial details they provided was that the airplane reached takeoff speed but the pilot flying was not able to raise the nose (or “rotate”, in jet parlance).
My first thought after hearing this? “We don’t train for that.” Every scenario covered during initial and recurrent training — whether in the simulator or the classroom — is based on one of two sequences: a malfunction prior to V1, in which case we stop, or a malfunction after V1, in which case we continue the takeoff and deal with the problem in the air. As far as I know, every multi-engine jet is operated the same way.
But nowhere is there any discussion or training on what to do if you reach the takeoff decision speed (V1), elect to continue, reach Vr, and are then unable to make the airplane fly. You’re forced into doing something that years of training has taught you to never do: blow past V1, Vr, V2, and then attempt an abort.
In this case, the airplane reached 165 knots — about 45 knots beyond the takeoff/abort decision speed. To call that uncharted territory would be generous. Meanwhile, thirty tons of metal and fuel is hurtling down the runway at nearly a football field per second.
We just don’t train for it. But maybe we should. Perhaps instead of focusing on simple engine failures we ought to look at the things that are causing accidents and add them to a database of training scenarios which can be enacted in the simulator without prior notice. Of course, this would have to be a no-jeopardy situation for the pilots. This wouldn’t be a test, it would be a learning experience based on real-world situations encountered by pilots flying actual airplanes. In some cases there’s no good solution, but even then I believe there are valuable things to be learned.
In the case of the Gulfstream IV, there have been four fatal accidents since the aircraft went into service more than a quarter of a century ago. As many news publications have noted, that’s not a bad record. But all four have something in common: each occurred on the ground.
- October 30, 1996: a Gulfstream IV crashed during takeoff after the pilots lose control during a gusting crosswind.
- February 12, 2012: a Gulfstream IV overran the 2,000 meter long runway at Bukavu-Kamenbe
- July 13, 2012: a G-IV on a repositioning flight in southern France departs the runway during landing and broke apart after hitting a stand of trees.
- May 31, 2014: the Gulfstream accident in Boston
In the few years that I’ve been flying this outstanding aircraft, I’ve seen a variety of odd things happen, from preflight brake system anomalies to flaps that wouldn’t deploy when the airplane was cold-soaked to a “main entry door” annunciation at 45,000 feet (believe me, that gets your attention!).
This isn’t to say the G-IV is an unsafe airplane. Far from it. But like most aircraft, it’s a highly complex piece of machinery with tens of thousands of individual parts. All sorts of tribal knowledge comes from instructors and line pilots during recurrent training. With each anomaly related to us in class, I always end up thinking to myself “we should run that scenario in the simulator”.
Cases like United 232, Apollo 13, Air France 447, and US Air 1549 prove time and time again that not every failure is covered by training or checklists. Corporate/charter aviation is already pretty safe… but perhaps we can do even better.
This article first appeared on the AOPA Opinion Leaders blog.