Stop 'transmit' and put your sets on 'receive' for a little bit. As many have said already:
In the GIV if the Gust Lock IS still engaged inadvertantly as you line up for takeoff YOU CANT GET THE THROTTLES UP MORE THAN AN INCH OR THEREABOUTS.
You certainly cannot apply TAKEOFF EPR.
That EPR with the throttle an inch forward might just be perhaps enough to get to a very fast taxi speed by the end of a 7000' runway.
If their GUST Lock was engaged and working properly then the lack of a control check would have been irrelevant because they could not have got the throttles up for take off.
And the great big red Gust Lock lever is right next to the flap handle which makes it very hard to miss.
That leads to a question for experts and technicians:
If they HAD started and taxied with the Gust Lock inadvertently engaged (contrary to the checklist) and then only noticed it that had been accidentally left on and so then released it while hydraulic power was on the flight controls (again contrary to the AFM) is there any chance that the Gust Lock throttle pin could/would release and not the mechanism that locks the flight contols?
Disregard that question above - I missed an important fact. As quoted from the NTSB Preliminary Report, below the flight controls were not locked by the gust lock latch mechanism. When released the GIV yoke sits very close to the position that it is in in the locked position.
Set switched to 'receive'.
Last edited by ramble on; 1st Jul 2014 at 22:59.