AIRPLANE INFORMATION
The accident airplane was manufactured by Gulfstream Aerospace Corporation on December 12, 1984. From October 1985 to March 1993, the airplane was operated by Jets Ejecutivos in Mexico. The FAA issued the airplane a standard airworthiness certificate on March 3, 1993.11 The airplane was operated by five different operators from April 1993 to August 2000, when Business Jet Services bought the airplane. At the time of the accident, the airplane had accumulated about 8,566 hours.
The airplane was equipped with two Rolls-Royce Spey 511-8 turbofan engines. The time since new for the left engine was about 8,452 hours, and the time since overhaul was about 1,644 hours. The time since new for the right engine was about 8,548 hours, and the time since overhaul was about 1,648 hours.
Cockpit Instrumentation
The airplane was equipped with an electronic flight instrument system (EFIS), which consisted of two electronic displays, a symbol generator, a display controller, and a source controller. The electronic attitude director indicator (EADI) has a fast/slow indicator that is always visible and a glideslope indicator that is only visible when a valid ILS frequency has been selected. If a valid frequency has not been selected, the side of the screen where the glideslope indicator should appear remains blank. The fast/slow indicator shows airspeed guidance relative to a target airspeed, and the glideslope indicator shows aircraft vertical deviation from the ILS glideslope.
The glideslope and fast/slow indicators are the same color and about the same size. Each indicator consists of a moving pointer on a rectangular display, and each display has markers above and below the rectangle to indicate the degree of deviation. The glideslope pointer resembles a blunt-point arrow, and the fast/slow pointer resembles a rectangle (see figure 4). The accident airplane‘s EADI was configured with the glideslope indicator on the left side and the fast/slow indicator on the right side.12 A review of the Safety Board‘s accident database revealed
10 The first officer‘s wife was not sure what time he awoke on the morning of the accident, but she indicated that he would have showered and then needed about 30 minutes to drive to the airport.
11 During a review of company records, several documents required by Federal regulations to import and operate an airplane in the United States, including a transfer application, an export certificate of airworthiness, and a conformity and acceptance inspection record, were not found for the accident airplane. Further, no maintenance records were found for the time period that the accident airplane was operated in Mexico. Title 14 CFR 135.439 establishes the requirements for the retention of maintenance records.
12 FAA Advisory Circular (AC) 25-11, —Transport Category Airplane Electronic Display Systems,“ dated July 16, 1987, provides guidance on the location of essential flight instrument displays, including the glideslope indicator. The AC recommends standardizing the location of the glideslope indicator to the right side of the main display; however, the accident airplane was manufactured before this guidance was issued. Five other company airplanes flown by the accident pilots were configured with the glideslope indicator on the left side. Of these airplanes, four had fast/slow indicators on the right side, and one had no indicator on the right side. Three of the company airplanes flown by the accident pilots had the glideslope on the right side.
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