ERA20LA162

The pilot reported that, during the takeoff roll and at rotation speed, the airplane did not respond when he pulled back on the control yoke. He tried to rotate again, about 130 knots, which was above decision speed. With no response, he performed a rejected takeoff with maximum braking and full reverse thrust. The airplane departed the end of the runway, proceeded through the paved overrun, and into the grass beyond the runway. The nose gear separated, and the right main gear collapsed. The airplane pivoted to the left and came to a stop in the grass, near the perimeter access road. The airframe sustained substantial damage to the fuselage and right wing. The pilot was using takeoff performance data for a flaps 20° takeoff, for which the maximum allowable takeoff weight was 22,000 lbs for the temperature at the time (the reported temperature at the time of the accident was 35° C). The pilot estimated that the airplane weighed about 22,620 lbs; however, he did not weigh the cargo on board and did not compute a center of gravity prior to the accident flight. FAA inspectors weighed the cargo with a calibrated scale after the accident. Given the actual weight of the cargo, the total weight of the airplane was about 24,206 lbs, or 2,206 lbs above the maximum weight for that configuration. Additionally, postaccident examination of the airplane, including an operational check of the elevator and trim, did not reveal evidence of a mechanical malfunction or anomaly. Data download from the digital electronic engine controls also showed that the engines were operating normally and as demanded during the takeoff and accident sequence. Given this information, it is likely that the airplane did not rotate as expected during the accident takeoff because it had been loaded in excess of the weight that was appropriate for the configuration and temperature.

On April 24, 2020, about 1518 eastern daylight time, an Israel Aircraft Industries 1125 Astra SP, Venezuelan registration YV3427, was substantially damaged when it was involved in an accident at Fort Lauderdale, Florida. The pilot, copilot, and one passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he was conducting the takeoff on runway 27 at Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida, with the intended destination of Simón Bolívar International Airport (CCS), Maiquetía, Venezuela. During the takeoff roll, at rotation speed, the airplane reportedly did not respond when the pilot pulled back on the control yoke. He tried to rotate a second time at an airspeed of about 130 knots, which was greater than decision speed (V1). With no response to the elevator input, he performed a rejected takeoff with maximum braking and full reverse thrust. The airplane departed the end of runway 27, proceeded through a paved overrun, and into grass beyond the runway. The airplane pivoted to the left and came to a stop in the grass, near the perimeter access road, about 1,550 ft beyond the paved surface. The crew and passengers exited the airplane and were met by first responders. Federal Aviation Administration (FAA) inspectors responded to the accident site and examined the wreckage. The nose and right main landing gear collapsed during the accident sequence and the forward fuselage and right wing were substantially damaged. The passenger cabin was loaded with cargo. First responders found fuel leaking from the right-wing fuel tank. An operational check of the elevator and trim was performed after the accident and the elevator and trim tab moved freely with no binding. The adjustable stabilizer was set at -7°. The cargo was offloaded and weighed with a calibrated scale. There were no open seats in the cabin; cargo was placed on the available seats. A large box was positioned at the main cabin door, and an adult passenger was seated on the box at the time of takeoff. Cargo was offloaded from the cabin, baggage compartment, and battery compartment. The total cargo weight was 3,778 lbs. The crew purchased 485 gallons of fuel at FXE. The FAA inspector computed a total fuel weight of 6,798 lbs, resulting in a total aircraft weight of 24,206 lbs, including fuel, cargo, and three adult occupants on board. The pilot reported that he used the takeoff planning chart for 20° flaps and sea level conditions. He estimated the aircraft weight to be 22,620 lbs and he used the 22,000 lbs chart for the takeoff, which was the highest weight allowable for that configuration and outside air temperature. Although the pilot completed a company weight and balance/performance form prior to the flight, he stated that he did not weigh the cargo or compute a center of gravity prior to the accident flight. The airplane was equipped with two Digital Electronic Engine Controls(DEECs), one for each engine. The recorders contained data from the entire accident sequence as well as previous flights. A review of the data revealed that both engines were rotating, operating, and responding to power lever inputs throughout the takeoff and accident sequence. No evidence of a loss of thrust during the takeoff roll was observed. Both DEECs recorded faults consistent with secondary aircraft damage due to the runway excursion.