曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
Business Jet Services is an aviation management company that specializes in management services for corporate aircraft owners and provides Part 135 on-demand charter services worldwide. At the time of the accident, the company had about 100 employees, including 35 Part 135 pilots, and a fleet of 13 airplanes, 7 of which were Gulfstreams.
Instrument Precision Approach and Landing Guidance
According to Business Jet Services‘ Gulfstream III Standard Operating Procedures (SOPs), after the flight crew reviews the descent procedures, the flying pilot is required to brief the approach, including the airplane configuration (such as the flap setting) and the final approach fix (FAF) altitude. The SOPs state that as many checklist items as possible should be accomplished and that the approach checklist must be completed before the initial approach fix. The CVR recorded the first officer accomplishing the approach briefing; however, the CVR did not record him mentioning the airplane‘s configuration or the FAF altitude, which was 1,500 feet.
The SOPs also indicate that, at initial convergence of the localizer, the flying pilot is required to call out, —localizer alive,“ and, at initial downward needle movement of the glideslope indicator, to call out, —glideslope alive.“ Further, the flying pilot is required to call out, —one dot to go,“ when the airplane is one dot below the glideslope; —localizer captured,“ when the annunciator indicates that the localizer has been captured; and, —glideslope captured,“ when the annunciator indicates that the glideslope has been captured. CVR evidence indicates that the first officer called out, —localizer alive,“ but that he did not call out, —glideslope alive,“ or, —one dot to go.“ The CVR transcript indicates that the first officer made the first glideslope-related callout at 0613:14, when he stated, —we‘re high on the glideslope.“
The SOPs also state that, no later than the FAF crosscheck, the nonflying pilot should tune the VHF NAV receivers to a specific frequency and then identify and monitor the frequency.18 The nonflying pilot is also required to call out when the airplane is 1,000, 500, 200, and 100 feet above the DH and when the localizer and glideslope deviate one dot or more. The CVR transcript indicated that, although the first officer tuned the VHF frequency in the standby position earlier in the flight, he did not switch the VHF NAV receivers from the HUB VOR frequency to the ILS frequency until the airplane was at an altitude of about 1,000 feet nor did he identify or monitor the frequency. Further, the CVR did not record either pilot making any altitude or deviation callouts.
Business Jet Services‘ stabilized approach criteria require that, within 500 feet of the touchdown elevation, the airplane must be within the approach window, which requires, in part, that the glideslope and the localizer must not deviate more than one dot and that the descent rate must be less than 1,000 feet per minute (fpm). If the airplane is not within these criteria, the nonflying pilot should call out, —missed approach,“ and a go-around should be executed. According to the Safety Board‘s airplane performance study, about the time that the airplane was at an altitude of about 500 feet, the glideslope display would have shown a deviation of more than one dot and the descent rate would have exceeded 1,000 fpm. The CVR did not record either pilot call for a missed approach or initiate a go-around.
Maintenance Records
During a review of Business Jet Services maintenance inspection records, Safety Board investigators noted several discrepancies, including missing inspector signoffs, missing stamps and dates of maintenance actions, and other missing information. Many of the Form 337s, which are used to document major repairs and alterations, noted that they were approved by the Oklahoma City Flight Standards District Office (FSDO); however, no approving documentation was attached to the forms. In addition, although several records were found indicating compliance with airworthiness directives (AD), in many of these cases, no records were found pertaining to work accomplished for compliance with the ADs.
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本文链接地址：Crash During Approach to Landing Gulfstream G-1159A (G-III),(11)
