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CRITICAL OPS TESTFLIGHT CODE MANUAL
CRITICAL OPS TESTFLIGHT CODE FULL
CRITICAL OPS TESTFLIGHT CODE CODE

The airplane landed long, using 2048 feet of runway before main gear touchdown, leaving 4453 feet remaining to stop the airplane. Touchdown airspeed was 137 KCAS, which was 12 knots faster than the scheduled Vref speed of 125 KCAS. Because the warning inhibit was selected ON per the normal checklist, there was no aural warning tone to inform the crew of the amber message indicating the loss of the Aux system.

Five seconds prior to MLG touchdown, the DFDR records that no Aux Hydraulic system pressure was available and the Aux Hydraulic Fail message was displayed on the CAS System.

The purpose for having the Aux pump selected ON was to provide continuous pressure to the brakes and steering after landing in the event of Left Hydraulic System failure.

The Digital Flight Data Recorder (DFDR) data did not indicate any system pressure rise in the Aux Hydraulic system and recorded that Aux System pressure remained below 200 PSI for the duration of the landing.

CRITICAL OPS TESTFLIGHT CODE MANUAL

With the landing imminent, the PNF discontinued his review of the checklist at this point, failing to note step 18 requiring the manual deployment of the speed brakes. The PNF devoted his attention to completing the Left Hydraulic System (SYS) Failure-Loss of Pressure and Fluid checklist prior to landing and per step 14 selected Aux pump-ON, 16 seconds prior to Main Landing Gear (MLG) touchdown.Subsequent to that, an amber left side hydraulic quantity low crew alerting system (CAS) message illuminated when the airplane was inside the FAF. The PNF also selected the Landing Mode on the Cabin Pressure Controller.

CRITICAL OPS TESTFLIGHT CODE FULL

The pilot not flying (PNF) completed the before landing checklist to "include arming ground spoilers, warning inhibit, pumping up Brakes/Hydraulics/Brake Accumulator to 3000 psi" except for "selecting full flaps." Full flaps were to be selected at the PF's call for full flaps. The landing gear came down with an indication of three green lights and no red lights. As the airplane approached the virtual glide slope, the pilot flying (PF) called for the landing gear to be selected down and called for the landing checklist to be conducted.

Flaps 10 degrees were selected prior to an intermediate fix named "APESE." Flaps 20 degrees were selected between APESE and the final approach fix (FAF) named "ZUMUG." A discussion about another approach and maintenance issues was conducted and a full stop landing was decided upon to follow the GPS approach.

Following a low approach at the Austin Straubel International Airport, near Green Bay, Wisconsin, the flight crew was cleared direct to SUDIE, an initial approach fix for the area navigation (RNAV)/global positioning system (GPS) runway 30 approach at ATW.

The autopilot disengaged during two inflight maneuvers. However, write ups were noted with the number one flight management system, the elevator trim, and Mach trim. All inflight checks were found to be normal. The flight to the Marquette, Michigan, area was normal. Taxi, engine "run-ups", and takeoff were reported as normal.

According to the report submitted by the operator, a preflight brief started at 0815 and some "write ups" were noted.

The local flight departed from ATW about 1010.

Day, visual flight rules conditions prevailed for the flight, which operated on an activated instrument flight rules flight plan.

CRITICAL OPS TESTFLIGHT CODE CODE

The airplane was registered to and operated by Gulfstream Aerospace Corporation under the provisions of 14 Code of Federal Regulations Part 91 as a maintenance test flight.The airplane incurred substantial left wing damage when the left main landing gear collapsed during the overrun. The two airline transport pilots and one passenger were not injured.

On February 14, 2011, about 1315 central standard time, a Gulfstream Aerospace Corporation GV-SP airplane, N535GA, had a landing overrun on runway 30 (6,501 feet by 150 feet, dry grooved concrete) at the Outagamie County Regional Airport (ATW), near Appleton, Wisconsin, following a reported loss of a hydraulic system.