Gust Lock In Aircraft - A flight control lock (sometimes called a Gust Lock) is a system that controls non-flying parts of an aircraft to prevent it from moving unevenly due to wind, airport debris, or fan cleaning, thereby causing damage to surfaces, connectors, or control systems. Most airplanes have some protection, or at least limit, control of the airplane's movement when stopped, but some airplane manufacturers recommend that it is illegal to completely lock out the rudder and elevator controls by, in one instance, "looping the belt from the control wheel and pull it tight."
Where control interlocks are present, they can be placed externally, if they align the control area with the adjacent structure, to fit into flight control or to select from terminal power consumption. Many light aircraft use an elevator/trimmer control lock that fits on one control line and sometimes has a way to prevent the control pedal from moving in a similar manner. Some commercial airlines and small carriers that do not have a strong air traffic control system have a terminal door lock that is always installed when the plane is parked. The airline may also provide external equipment suitable for use in severe weather conditions or during longer stopovers. Control locks are generally unnecessary for larger modern aircraft because they usually have power (usually hydraulic) flight controls, and the damping effect of the hydraulic components is sufficient when taxed and for the time spent in the station.
Gust Lock In Aircraft
If the control locks are specifically attached to protect against storm damage, it should point the nose of the aircraft upwind to be most effective and attach to a light aircraft or plug any larger size landing gear. airplanes
Cessna 340 Rudder Pedal Gust Lock Assy
The risk of damage control from impact on weather forecast to lack of visibility for flight, especially in large transport aircraft, is discussed in more detail in: Flight Control Protection from Damage by Strong Winds
It is important to ensure that all flight control locks are removed/disabled before flight. Failure to do so will make it impossible to initiate a turn or control the aircraft once in flight. Control locks fitted or incorporated into the cockpit must always be removed before starting the engine and on all aircraft, confirmation of full and free movement of the controls must be carried out before commencing flight. Seven died in the Gulfstream IV crash in May 2014. (Photo: AIN)
The NTSB issued a safety report to emphasize the importance of compliance with inspection procedures and asked the NBAA to review the data to determine if the procedures were improper. The aviation industry after an investigation into the crash of the Gulfstream IV on May 31 last year showed that the pilots did not speak a list before the crash and that the air traffic control did not go well in 98 percent of the last 175 flights of the airline.
In a Sept. 9 hearing on the cause of the crash, the NTSB also called on the FAA to require changes to the door lock system on the GIV, which was found to allow three to four times the force of the target's design.
Beechcraft H35 Control Yoke Gust Lock Assembly
GIV, N121JM, overran Runway 11 during takeoff at Hanscom Field in Bedford, Mass., killing all seven on board. Flight logs indicated that the plane began takeoff with the doors closed, but the crew did not talk about the necessary checks or perform the flight control that can detect that the door lock is active.
The NTSB found that "the flight crew's failure to regain control of the aircraft prior to the accident indicates a deliberate failure to follow procedures." The NTSB further found that the pilots delayed initiating an emergency evacuation until the situation became unavoidable.
During the post-accident investigation, Gulfstream found that the throttle valve, "while limiting movement when activated, did not achieve the six-degree limit of throttle movement." A subsequent throttle valve study on nine GIVs revealed that none met design targets and all exhibited 18 to 23 degrees of throttle (three to four times more than designed).
The board noted that while Gulfstream has completed certification requirements for the system, it has relied on engineering drawings for certification. Gulfstream is redesigning the door latch to ensure it meets design requirements and issued two recommendations to the crew.
Gust Lock Gaff: King Air A90 Runway Excursion
"We appreciate the NTSB's commitment to this investigation," Gulfstream said in a statement after the board meeting, noting that it was "working closely with the FAA to update the lock." Gulfstream isn't ready to say when the update will be available, but a spokeswoman said the update is in flight testing.
The safety board said that as a result of the incident, "the flight crew did not complete the flight controls prior to takeoff, they attempted to exit with the doors closed, and they delayed completing the refusal after they realized the controls were closed." ensure that the lock/lock system prevents for attempting to exit with the door locked and FAA's failure to investigate GIV certification deficiencies.
The NTSB made five recommendations following the crash, including one to the NBAA to work with aviation safety agencies to review existing records for noncompliance, as required for air traffic control. The Safety Committee further recommended that ICAO review the IS-BAO audit standards to ensure that operators are following best practices in completing the name entry form.
"Adherence to company records, procedures and policies – known as 'compliance' – is critical to aviation safety," NTSB Vice President Bella Dinh-Zarr said, adding: "This is not the first time our auditors have found that non regulatory compliance." In fact, regulatory compliance is on the council's most requested security review list of security improvement needs, Dinh-Zarr said.
Das Cl230 Control Lock (rv12)
"There are many aspects of this incident that make me very sad," NTSB Chairman Robert Sumwalt said. "There's something here I can't wrap my head around." He noted that the pilots had flown "top-of-the-line" commercial aircraft, had consistent operations, were qualified with a combined 29,000 flight hours and more than 4,000 models, and had completed their training with FlightSafety International. In addition, the aircraft received an IS-BAO Level 2 certification, the flight commander was described as "careful" about the maintenance of the aircraft and the flight manual was "very well written". But he wrote a saying that said "You can fool the auditors, but you can't fool yourself" and said, "If you don't do the audits, you're fooling yourself."
Dinh-Zarr added: "This incident was preventable. It can be avoided by following the set guidelines. "The Security Council agreed to release a safety report, which it said would guide "anyone who cares about the importance of following the checklist to protect against procedural failures such as not removing the flight control locks and requiring a flight control inspection before each departure. "
The NTSB's recommendations to NBAA and IBAC are not particularly unusual. The security department will often look to organizations to assist with security issues that may require community outreach. The safety committee has presented 10 to the NBAA and all have been cited before, the agency said. The agency said it was "ready" to work on the final proposal. "Compliance with company checklists, procedures, rules and policies is critical to aviation safety," said NBAA President and CEO Ed Bolen.
The NBAA has launched plans to reach out to members through the Aviation Safety Audit (FOQA) to improve incident tracking resources in advance inspections. Mark Larsen, director of safety and flight operations for the NBAA, said that while acknowledging that the FOQA program may not provide a complete picture of compliance, it is the best way to store information.
Looking For An A36 Gust Lock
The accident has raised concerns about compliance and professionalism, but Larsen said those are the agency's top safety concerns. "It's been interesting," Larsen said, of both his safety committee and his general membership. The organization plans to focus on these concerns at a new national security conference planned for Nov. 19 in conjunction with its annual meeting. Among the scheduled speakers is NTSB Chairman Chris Hart, who recused himself from the board's discussion of the Gulfstream crash because he has a family member who works for Gulfstream.
As far as IBAC's proposals go, Larsen noted that the unions convened the day after the board meeting to discuss how to resolve the contract. All changes will be made by the IS-BAO standards council, which will meet next in November.
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