20220221001299A

Pilots stated that they reviewed the weather for the planned flight to austin, Texas. Part of that discussion involved the current ATIS which was 170° at 18 knots gusting to 30 knots. Both pilots stated that the winds were beyond the tailwind limit of 10 knots for the aircraft. The SIC stated that he input the takeoff numbers into apg for a zero flap takeoff and for winds he used the continuous wind speed that was supplied by the tower as 180° at 10 knots. Pilots stated that passenger loading and preflight checks where completed without issue. During taxi out, the PIC stated that he requested the SIC check the takeoff distance if they used flaps 15 instead of no flaps. The SIC stated selecting flaps 15 instead of zero provided an 800 foot takeoff distance decrease. The PIC stated that he requested the change to flaps 15 and the SIC selected flaps 15 and changed the v speeds for takeoff. Pilots stated that flaps 15 was selected and verified. At the end of runway, the crew was delayed approximately 20 minutes for inbound traffic. Once cleared for takeoff the tower gave the following report for winds: 160° 16 gusting to 25 instantaneous 180° at 10. Pilots stated that the aircraft was taxied onto the runway for a static takeoff. The PIC ran the engines up and started the takeoff roll. Pilots stated call outs were made and crosschecked. The SIC called out rotate and the PIC stated that he pulled back on the yoke and there was no indication of the nose wheel coming off the ground or the airplane becoming airborne. Further, the PIC stated that the yoke did not have any air resistance or any pressure on it as he experienced normally in hawkers. He stated that the elevator authority felt the same as though the airplane was stationary on the ground. The PIC continued pulling the yoke for a few seconds and when he was sure that the airplane wasn?t responding, he called for the abort. Performed the abort per the flight manual but due to being beyond V1 there was not sufficient runway to stop the aircraft. The aircraft departed the runway into deep snow. After the airplane stopped, the PIC stated that he closed both lp cocks to shut down the engines and the APU which all were still running. He turned off all electrical power in the airplane. Both pilots stated that they ensured all passengers were ok and then evacuated the aircraft. The NTSB allowed the aircraft to be recovered from the end of the runway and placed in a secure area. On February 23, 2022, the iic visited the aircraft wreckage. An interior inspection showed that all electrical switches were off in the cockpit. Flap handle was in the 25 position and trim tab was in the green arc. Flight control continuity to the elevators was confirmed by moving the yoke forward and aft with the elevator surfaces responding correctly. Unable to determine aileron, rudder or elevator trim control continuity due to damage to the aircraft. The wings had separated as one piece and was resting next to the fuselage. The landing gear were intact and all four main tires were holding air. The flaps were in the 15 position based on measurements of their position on the wing. Both engines turned freely by hand and showed FOD damage to the blades. The cockpit voice recorder was recovered by mechanics at a later date and sent to the NTSB. Adsb data showed the aircraft accelerated to a peak ground speed of 165 knots with 3000 foot of runway remaining. Takeoff data showed v speeds: V1 111 knots and vr speed of 121 knots. No injuries to passengers or crew.