Incident Overview
On February 7, 2015, at about 2136 mountain standard time, a Gulfstream Aerospace G-IV airplane, registration N701DB, sustained minor damage during a rejected takeoff on runway 25 at Eagle County Regional Airport (EGE) in Eagle, Colorado. The flight, operated by Executive Air Charter of Boca Raton, Inc., dba Fair Wind Air Charter, was a Part 91 executive/corporate flight with five passengers and two pilots aboard; none were injured. Night visual meteorological conditions prevailed, and the flight was on an IFR flight plan originating from EGE to Bob Hope Airport (BUR) in Burbank, California.
Event Sequence
The incident occurred during the second flight of the day. The previous flight from McCarran International Airport (LAS) to EGE had been uneventful. Before taxi, the pilot performed a flight control check, finding it normal with no binding or resistance.
During the initial takeoff attempt, the pilot engaged the auto-throttles. At about 75 knots, a triple chime sounded and a master warning illuminated. The pilot immediately rejected the takeoff with light brake pressure and coasted to the end of the runway. No CAS messages, exceedance events, or tripped circuit breakers were observed.
The pilot then attempted a second takeoff without auto-throttles, manually setting engine power. As the airplane accelerated through approximately 75 knots, the triple chime and master warning activated again. The pilot observed the engine low pressure (LP) turbine speed indicated within the yellow arc and reduced thrust slightly to return it to the white arc. He continued the takeoff. At rotation speed, pulling back on the control yoke resulted in no normal response; the controls felt unloaded with no noticeable pressure resistance. The pilot moved the yoke forward and then further aft with the same result.
The pilot rejected the takeoff again, applying maximum braking and full reverse thrust. He taxied off the runway at taxiway A7 and stopped on taxiway A. The flight crew requested ARFF due to high brake temperatures. A right brake fire ensued and was promptly extinguished by ARFF personnel. Damage was limited to the right main landing gear. All occupants evacuated without injury.
Aircraft and Crew Information
The airplane, a 1987 Gulfstream Aerospace G-IV (serial number 1036), was powered by two Rolls-Royce Tay 611-8 turbofan engines. It had accumulated 12,473 hours and 7,319 cycles at the time. The 50-year-old PIC held an ATP certificate with type ratings for the G-IV and other aircraft, with 2,459 hours in type. The 47-year-old SIC also held an ATP certificate with 2,711 hours in type. Both had been hired on November 4, 2014, and their employment was terminated on February 28, 2015, following the owner's decision to transfer management.
Maintenance History
Maintenance on the day of the incident included replacement of an inertial reference unit, flight guidance computers, and three switches in the cockpit pedestal (speed brake flap control warning, speed brake takeoff alarm, speed brake lever autopilot control). Earlier discrepancies reported by the PIC included a configuration warning horn on takeoff, an IRS #2 fault, and VOR #2 intermittent failure.
Postincident Examination
A postincident examination conducted from February 10-12, 2015, found no anomalies in the flight control system, gust lock, elevator bungee, horizontal stabilizer indexing, stall barrier system, or FPSOV. Control cable tensions and surface deflections were within specifications except for some elevator up deflection on one side. Hydraulic systems, brake ECU, and antiskid checks were normal. Additional maintenance addressed the right main landing gear damage.
Flight Recorders and Avionics
The CVR recording contained no pertinent audio. Fault Warning Computer data showed takeoff trend data at 105 knots on February 7, 2015, at 2131, with autothrottle armed but not engaged. Performance computer and A/T computer logs showed no anomalies. A/T data could not be linked to a specific takeoff.
Evaluation Test Flight
On March 3, 2015, a Gulfstream production test pilot conducted an evaluation flight without adjustments to the flight control system. During ground engine run-up at takeoff EPR of 1.75, the left engine LP turbine speed approached the exceedance limit, intermittently triggering a master warning. The evaluation flight used a reduced EPR of 1.73. Flight control checks at 60 and 80 knots were normal, and the landing was uneventful. No anomalies were identified, and the airplane was returned to service.