Business Jet Services records indicated that the captain had accumulated about 19,000 total flight hours, 15,700 hours of which were as pilot-in-command. The captain had accumulated 1,000 hours in Gulfstream G-II and G-III airplanes, 1 hour and 55 hours of which were flown in the accident airplane in the 6 and 12 months preceding the accident, respectively. The captain had flown about 400, 90, 10, 3, and 0.75 (the accident flight) hours in the last 12 months; 90, 30, and 7 days; and 24 hours, respectively. The captain‘s last ground training occurred on May 18, 2004, and his last G-III proficiency check occurred on May 20, 2004.
According to the captain‘s wife, the captain did not work on November 20 and 21. She stated that the captain typically went to bed about 2230 to 2300 and awoke about 0800 on days that he did not work. On November 21, he awoke about 0800 and went to bed about 2100. On the morning of the accident, the captain awoke about 0220. According to a company employee, the captain arrived at DAL about 0300, and he stated that the captain looked like he had just woken up because he was —slow moving.“ Four company line service personnel described the captain‘s actions as —normal.“
9 According to the captain‘s wife, he retired from the chief pilot position so that he could reduce his work schedule.
The First Officer
The first officer, age 62, was hired by Business Jet Services on April 19, 2004. He was the company‘s chief pilot from July 31, 2004, to the accident date. He held a single- and multiengine airline transport pilot certificate with type ratings in Sabreliner N-265, Cessna Citation CE-500, Hawker Siddeley HS-125, and G-III airplanes. The first officer‘s most recent FAA first-class airman medical certificate was issued on September 10, 2004, and contained the limitation that he —must have available glasses for near/intermediate vision.“ Table 2 shows the employment information reported by the first officer on the application that he filled out for Business Jet Services.
Table 2. Employment information for the first officer.
Employment date Employer Job position Airplane type
July 1974 to October 1979 Eliminator Boats, Mira Lorna, California Chief pilot Cessna 411 and Turbo Aerostar
October 1979 to December 1987 Ledo Financial Flight department manager and chief pilot Sabreliner 60, Cheyenne III, and Cessna 414
December 1987 to November 1997 Various companies Contract pilot Hawker Jets
November 1997 to October 2001 Elite Aviation, Van Nuys, California Captain G-II, G-III, and Hawker Jets
December 2001 to September 2002 XtraJet, Inc., Santa Monica, California Captain G-II
September 2002 to April 2004 AvJet, Burbank, California; Sun Air Jets, Camarillo, California; and XtraJet Contract pilot G-II, G-III, and Hawker Jets
Business Jet Services records indicated that the first officer had accumulated about 19,100 total flight hours, 17,700 hours of which were as pilot-in-command. The first officer had accumulated 1,700 hours in G-II and G-III airplanes, about 18 hours of which were flown in the accident airplane in the 8 months preceding the accident. The first officer had flown about 300, 83, 24, 8, and 0.75 (the accident flight) hours in the last 12 months; 90, 30, and 7 days; and 24 hours, respectively. The first officer‘s last G-III proficiency check occurred on January 25, 2004; his last line check occurred on May 20, 2004; and his last ground training occurred on May 21, 2004.
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本文鏈接地址：Crash During Approach to Landing Gulfstream G-1159A (G-III),(5)
