Pbi Incident?????????

[Safetycheck]

Deja Vu?

NTSB Identification: CHI06IA127
14 CFR Part 91: General Aviation
Incident occurred Thursday, May 04, 2006 in Lincoln, NE
Aircraft: Corporate Jets Limited BAE125-800A, registration: N71MT
Injuries: 6 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 4, 2006, about 1800 central daylight time, a Corporate Jets Limited BAE 125-800A, N71MT, owned and operated by Raytheon Aircraft Company on a maintenance test flight, lost control while setting up for a stall series at 17,000 feet mean sea level (msl) near Lincoln, Nebraska. The flight was being conducted under 14 CFR Part 91 on an instrument flight rules (IFR) flight plan. Visual meteorological conditions prevailed at altitude and during landing. Instrument meteorological conditions were encountered during the uncontrolled descent prior to recovery. The 2 pilots and 4 passengers sustained minor injuries. The local flight departed LNK at 1729 and landed at 1816.

The pilot reported that the flight was entering a stall series in accordance with the test flight procedures. Flight crew calculations indicated that the stick shaker was expected to activate at 115 knots, with stick pusher activation at 107.5 knots. Aerodynamic stall was expected at 105.5 knots at the current operating weight. The pilot stated that "as the airplane slowed through [approximately] 126 knots [indicated airspeed], it abruptly rolled off / dropped the right wing and the nose fell rapidly." He noted that, although the autopilot was on as required by the test procedure, he was holding the control wheel and felt "no vibration or abnormal indication" prior to the event. He reported that the airplane rolled 5 to 7 times, both to the right and the left.

The pilot reported that the airplane entered an underlying cloud layer approximately 12,000 feet msl. The airplane exited the cloud layer about 10,000 feet msl and was "descending vertically," according to the pilot. He stated, "I neutralized the ailerons with the yoke and began a higher than normal back pressure pull-out, experiencing [approximately] 4 - 5 Gs. The aircraft responded, and we stopped the descent somewhere below 7,000 [feet msl]." The flight subsequently returned to LNK and the crew executed an no-flap landing without further incident.
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What up with those Hawkers?????

 

[learflyer]

Doesn't happen every day Mr. thread resurrector.(sp)?

 

[p3hawk]

What were the conditions of the VG's during pre-flight? any bent or missing?
This happened during the march test flight, approx 5-6 vg's were bent on the left wing.

 

[HSDriver]

TKS panel sealant!!

As you all know, the leading edge is very critical to the stall characteristics of the airplane. On the Hawker, if the TKS panel's sealant is improperly applied, ie, uneven, loose, missing, etc, it will cause this problem.

HS

 

[clickclickboom]

check out AIN Online

There is a discussion of a Raytheon aircraft that attempted a stall departed controlled flight, initiated a 5-6 g pull out below 7000 ft.. You will find that the details surrounding this flight bear a striking similiarity to the flight options plane on a test flight from pbi mx on 3/3/05


Here is the link:

http://www.ainalerts.com/ainalerts/alerts/051606.html

 

[SpoilerFault]

Hey guys/gals, as an mechanic I'm sorry to hear you experience so many problems on functional flights. I work for a 121 carrier and fly with the crews on test flights almost weekly and am fortunate to say they're always uneventful. I sounds like there is alot of poor maint. being done out there. That's not suprising really when you look at the state of aviation these days. Companies don't want to attract and retain the best technicians, they only care about "sign it off and get it out of here". I just hope this trend will turn around without lives being lost............Fly safe.

 

[old*art]

I was witness to an episode with a Lear that was an eyeopener for me. A test hop was required on a Lear 35 which had just been repainted with the paint shop applying a thin bead of caulk along the leading edge of the paint just behind the silver leading edge. The Lear test pilot said he would fly it, but the caulk would have to come off when he returned. According to a friend of mine who was flying right seat, the Lear stalled 12 knots early and broke to the right. They returned, the caulk was removed, a spoileron adjusted, and on the next flight the Lear stalled right on the numbers and dropped gently straight thru. Made a real believer out of me about wing contamination after that. The bead of caulk could not have been as large as a pencil lead - I would never have believed it would have had that effect.