What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The aircraft departed latrobe, pa (lbe) at approximately 12:40 local time and flew to Manteo, NC (mqi), a 53 minute flight. The aircraft landed long on runway 5, leaving skid marks on the runway. The aircraft then taxied to the terminal, shut down the left engine, and two passengers got on the aircraft. The left engine was restarted and the aircraft taxied out for departure. Normal pre-departure checks were accomplished and the IFR clearance was obtained. Approximately 10 minutes after landing, the aircraft began the takeoff roll on runway 23. The PIC stated that it was a rolling takeoff - he did not immediately bring the power to the to position, but advanced the throttles smoothly as the aircraft began to roll down the runway. The SIC stated that at approximately 80 to 85 KIAS, an aural 'no takeoff' was heard. He checked the flaps (at 15 degrees) and speed brakes (stowed). He then called 'abort, abort' and the PIC began the aborted takeoff procedure around 110 KIAS. The PIC stated that the abort procedure was begun between 80 and 90 KIAS, prior to V1.the aircraft came to a stop with approximately 10 feet of the end of the 4300 ft runway and they tried to taxi off. They got the aircraft off the runway, but not across the hold line. They did not realize that both main tires had blown out during the aborted takeoff. A tug was called out to tow the aircraft off the runway. The aircraft had to have both main tires, wheels, and brake assemblies replaced due to damage from heat. According to the PIC, Cessna has determined that the 'no takeoff' warning was due to a mis-trim condition with the trim being less than 1% outside the takeoff range for the aircraft. However, the associated annunciator did not illuminate. The Cessna aircraft representative contacted stated that the ares data taken from the aircraft indicated that the PIC was manually trimming the pitch during the takeoff roll. The pitch trim was changed from 2.5 degrees nose up at the start of the takeoff roll to 1 degree nose down pitch. The 1 degree nose down pitch is the takeoff trim limit. The trim reached this limit at the same time the aircraft reached the 80 KIAS threshold. Exceeding the trim limit caused the 'no takeoff' aural message but the 80 KIAS kept the cas message from appearing. The Cessna representative confirmed that the aural message did occur at 80 KIAS but the aircraft reached a maximum speed of 135 KIAS during its takeoff roll before the abort procedure was begun. Inspector dan withers of the aco also provided additional data and information from Cessna on this incident. The balanced field length for the aircraft on the day of the incident should have been 2370 feet or 2550 if no wind existed. The appropriate v speeds should have been V1=94 KIAS, vr=97 KIAS, V2=111 KIAS, and venroute = 140 KIAS. The balanced field length data assumes brakes are applied at V1 and maximum braking. Additional data from Cessna aircraft was that the emergency brakes were used during the abort procedure. This fact was not mentioned by either crew member during their interviews. The PIC stated that both crewmembers were 'on the brakes hard', but never mentioned the use of emergency brakes. Based on this information, the aural warning was sounded well below the V1 speed but the aircraft exceeded V2 before the abort procedure was begun.
As the FAA filed it
THE AIRCRAFT DEPARTED LATROBE, PA (LBE) AT APPROXIMATELY 12:40 LOCAL TIME AND FLEW TO MANTEO, NC (MQI), A 53 MINUTE FLIGHT. THE AIRCRAFT LANDED LONG ON RUNWAY 5, LEAVING SKID MARKS ON THE RUNWAY. THE AIRCRAFT THEN TAXIED TO THE TERMINAL, SHUT DOWN THE LEFT ENGINE, AND TWO PASSENGERS GOT ON THE AIRCRAFT. THE LEFT ENGINE WAS RESTARTED AND THE AIRCRAFT TAXIED OUT FOR DEPARTURE. NORMAL PRE-DEPARTURE CHECKS WERE ACCOMPLISHED AND THE IFR CLEARANCE WAS OBTAINED. APPROXIMATELY 10 MINUTES AFTER LANDING, THE AIRCRAFT BEGAN THE TAKEOFF ROLL ON RUNWAY 23. THE PIC STATED THAT IT WAS A ROLLING TAKEOFF - HE DID NOT IMMEDIATELY BRING THE POWER TO THE TO POSITION, BUT ADVANCED THE THROTTLES SMOOTHLY AS THE AIRCRAFT BEGAN TO ROLL DOWN THE RUNWAY. THE SIC STATED THAT AT APPROXIMATELY 80 TO 85 KIAS, AN AURAL 'NO TAKEOFF' WAS HEARD. HE CHECKED THE FLAPS (AT 15 DEGREES) AND SPEED BRAKES (STOWED). HE THEN CALLED 'ABORT, ABORT' AND THE PIC BEGAN THE ABORTED TAKEOFF PROCEDURE AROUND 110 KIAS. THE PIC STATED THAT THE ABORT PROCEDURE WAS BEGUN BETWEEN 80 AND 90 KIAS, PRIOR TO V1.THE AIRCRAFT CAME TO A STOP WITH APPROXIMATELY 10 FEET OF THE END OF THE 4300 FT RUNWAY AND THEY TRIED TO TAXI OFF. THEY GOT THE AIRCRAFT OFF THE RUNWAY, BUT NOT ACROSS THE HOLD LINE. THEY DID NOT REALIZE THAT BOTH MAIN TIRES HAD BLOWN OUT DURING THE ABORTED TAKEOFF. A TUG WAS CALLED OUT TO TOW THE AIRCRAFT OFF THE RUNWAY.THE AIRCRAFT HAD TO HAVE BOTH MAIN TIRES, WHEELS, AND BRAKE ASSEMBLIES REPLACED DUE TO DAMAGE FROM HEAT.ACCORDING TO THE PIC, CESSNA HAS DETERMINED THAT THE 'NO TAKEOFF' WARNING WAS DUE TO A MIS-TRIM CONDITION WITH THE TRIM BEING LESS THAN 1% OUTSIDE THE TAKEOFF RANGE FOR THE AIRCRAFT. HOWEVER, THE ASSOCIATED ANNUNCIATOR DID NOT ILLUMINATE.THE CESSNA AIRCRAFT REPRESENTATIVE CONTACTED STATED THAT THE ARES DATA TAKEN FROM THE AIRCRAFT INDICATED THAT THE PIC WAS MANUALLY TRIMMING THE PITCH DURING THE TAKEOFF ROLL. THE PITCH TRIM WAS CHANGED FROM 2.5 DEGREES NOSE UP AT THE START OF THE TAKEOFF ROLL TO 1 DEGREE NOSE DOWN PITCH. THE 1 DEGREE NOSE DOWN PITCH IS THE TAKEOFF TRIM LIMIT. THE TRIM REACHED THIS LIMIT AT THE SAME TIME THE AIRCRAFT REACHED THE 80 KIAS THRESHOLD. EXCEEDING THE TRIM LIMIT CAUSED THE 'NO TAKEOFF' AURAL MESSAGE BUT THE 80 KIAS KEPT THE CAS MESSAGE FROM APPEARING. THE CESSNA REPRESENTATIVE CONFIRMED THAT THE AURAL MESSAGE DID OCCUR AT 80 KIAS BUT THE AIRCRAFT REACHED A MAXIMUM SPEED OF 135 KIAS DURING ITS TAKEOFF ROLL BEFORE THE ABORT PROCEDURE WAS BEGUN.INSPECTOR DAN WITHERS OF THE ACO ALSO PROVIDED ADDITIONAL DATA AND INFORMATION FROM CESSNA ON THIS INCIDENT.THE BALANCED FIELD LENGTH FOR THE AIRCRAFT ON THE DAY OF THE INCIDENT SHOULD HAVE BEEN 2370 FEET OR 2550 IF NO WIND EXISTED. THE APPROPRIATE V SPEEDS SHOULD HAVE BEEN V1=94 KIAS, VR=97 KIAS, V2=111 KIAS, AND VENROUTE = 140 KIAS. THE BALANCED FIELD LENGTH DATA ASSUMES BRAKES ARE APPLIED AT V1 AND MAXIMUM BRAKING.ADDITIONAL DATA FROM CESSNA AIRCRAFT WAS THAT THE EMERGENCY BRAKES WERE USED DURING THE ABORT PROCEDURE. THIS FACT WAS NOT MENTIONED BY EITHER CREW MEMBER DURING THEIR INTERVIEWS. THE PIC STATED THAT BOTH CREWMEMBERS WERE 'ON THE BRAKES HARD', BUT NEVER MENTIONED THE USE OF EMERGENCY BRAKES.BASED ON THIS INFORMATION, THE AURAL WARNING WAS SOUNDED WELL BELOW THE V1 SPEED BUT THE AIRCRAFT EXCEEDED V2 BEFORE THE ABORT PROCEDURE WAS BEGUN.