N793BG

HISTORY OF FLIGHTOn June 18, 2014, about 1424 central daylight time, an Israel Aircraft Industries (IAI) 1124A, N793BG, impacted terrain during an attempted takeoff from Huntsville International Airport-Carl T. Jones Field (HSV), Huntsville, Alabama. The FAA-authorized Pilot Proficiency Examiner (PPE), airline transport rated pilot, and airline transport pilot-rated passenger were fatally injured. The airplane was destroyed by impact forces and a post-crash fire. The airplane was registered to and operated by SynFuels Holdings Finance LLC, under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a pilot proficiency check flight. Visual meteorological conditions prevailed at the time and no flight plan was filed for the flight, which was originating at the time of the accident.

According to the company's Chief Pilot, the purpose of the flights that day was to conduct pilot-in-command (PIC) proficiency checks for two company contract pilots, as required by 14 CFR Part 61.58.

Earlier that day, the flight departed from Birmingham-Shuttlesworth International Airport (BHM), Birmingham, Alabama, for a proficiency check of one pilot. After takeoff, airwork was performed for about 30 to 45 minutes, followed by instrument airwork. The flight was then vectored for an instrument landing system (ILS) approach to runway 18 right at HSV, which terminated with a landing and subsequent increased noise that was recorded by the cockpit voice recorder (CVR). After landing the CVR recorded the sound of two "click clacks," similar to stowing the piggy back levers of the thrust reversers, followed by a discussion by the flight crew about the aircraft's brakes.

The CVR recorded the PPE advising the ground controller at 1415:06, that they were "…going back for another [stammer] round." The ground controller issued taxi instructions, but at 1415:18, the CVR recorded the PPE advising the ground controller they wanted to stop on the taxiway to change pilots. The controller informed the flight crew where to position their airplane and while taxiing, the CVR recorded more conversation between the PPE and pilot about the brake system. The airplane was brought to a stop, and at 1417:57, the CVR recorded the PPE's request to let the other pilot into the cockpit. The CVR recorded multiple sounds including those from seatbelt usage consistent with a pilot change, and at 1419:16, the CVR recorded the PPE stating, "okay. call it one-twenty. ah one-eighteen one twenty one, and ah one-seventy five", to which the new pilot responded, "all…alright [stammering]." The CVR recorded the PPE stating that the V2 speed would be 121 knots, and at 1419:58, the PPE advised the ground controller that they were taxiing. The flight crew was advised by the controller to contact the tower when ready, and at 1420:19, the PPE stated, "before takeoff check. I got it right here." The PPE indicated the airspeed bugs were set, the lift dumps are off, reversers are on, annunciator panel was clear, engine anti-ice and windshield heat are on with the simultaneous sound of two clicks, and battery with the sound of a click and press. The PPE then stated "line up check" followed by, "we got the. the ignition. pitot heat's on. ignition's on, and ah…" followed by, "and the ah [sound of click] the reversers will be armed." The PPE advised the pilot that they will be ready at the end when he was ready, to which he replied in the affirmative.

The CVR recorded the PPE asking the pilot if he wanted to perform instrument approaches to start, or perform airwork first, to which he replied, "oh whatever you think. ah." The PPE then told the pilot they would perform instrument approaches first, to which the pilot replied "okay. that'll be fine." The pilot asked the PPE how to get the heading bug over followed by, "well okay. we've got flaps and", but the PPE indicated, "checklist is completed. except for the ignition and the arming of the reversers." The then stated, "okay. we're ready for takeoff I guess" to which the PPE replied "alright." The PPE then told the pilot to "pull up here and stop."

At 1422:33, the CVR recorded the PPE advised the local controller that they were ready to depart and that they wanted to perform instrument approaches before departing the area. The controller asked the flight crew to confirm they wanted to execute a couple ILS approaches, to which the PPE replied, "…we want two ILS's and then we'll depart back towards uhm Birmingham." About 1423, the controller cleared the flight for takeoff runway 18R, and provided the wind as from 280 at 5 knots, which was acknowledged by the PPE. At 1423:11, the CVR recorded the sound of multiple clicks over the next 7 seconds, and a comment from the pilot that, "…lights coming on."

Airport security video depicted the airplane taxiing onto the runway at the approach end of runway 18R, and beginning the takeoff roll; the video clearly depicted the left side of the airplane during the takeoff roll. The CVR recorded a sound of increased noise similar to engine power increasing, followed by multiple thumps similar to the nose wheel travelling over runway centerline lighting. At 1423:51, the CVR recorded the pilot stating, "airpseed's alive, followed by the PPE stating, "(split) power," followed by the pilot indicating, "power's set." At 1423:57, the CVR recorded the PPE call out 80 knots, and about 1 second later, acoustic analysis of the CVR recording indicated that both engines' N2 readings stabilized at 96 percent. About 1424:04, the PPE called, "v-one rotate", and according to data from the Enhanced Ground Proximity Warning System (EGPWS), the airplane had reached 118 knots calibrated airspeed (KCAS). At that point the airplane was about 2,051 feet down the runway and slightly right of runway centerline. About 1424:07, while on the ground at about 130 KCAS, acoustic analysis indicateed a divergence of N2 speeds, though it could not be conclusively determined whether the left or right engine N2 rpm was decreasing. It was noted that the opposite N2 speed remained nearly stable for the remainder of the recording.

Data from the EGPWS indicated the airplane accelerated to about 135 KCAS when a change in radio altimeter at about 1424:09 depicted a climb and the acoustic analysis indicated the N2 speed of one engine continued to decrease. The air traffic controller who cleared the flight for takeoff later reported seeing the airplane rotate about half way down the runway. While climbing 18 feet above the runway and 148 KCAS, at 1424:11, the CVR the pilot commanded gear-up. Less than 1second later, about 1424:11.8, while at 149 KCAS (the highest recorded airspeed by the EGPWS) and 33 feet radio altitude in a wings level attitude, the CVR recorded a rattling sound beginning which continued until the end of the recording. Acoustic analysis of the sound indicated it was consistent with thrust reverser deployment. At 1424:13.3, while in a left bank of 0.7 degrees and 147 KCAS at 53 feet, the PPE asked what happened, followed by a peak in background noise increase about 1.5 seconds later. At that same time the acoustic analysis indicated one engine was operating at 96 percent N2, and the other engine had decreased to 92 percent N2. The CVR recorded the pilot exclaim, "…ohh-hh" followed by a slight decrease in background noise.

The controller who cleared the flight to takeoff stated that when the flight was about 50 feet above ground level, he noted, "…the airplane's right wing [dipped] a little but the pilot seemed to correct the airplane." About 11 seconds after the first EGPWS recorded data point, or about 1424:16, a right roll of 0.7 degree was noted; the airplane at that time was 83 feet above the runway centerline about 4,650 feet down the runway at 142 KCAS. At 1424:17.7, while at 88 feet flying at 139 KCAS, in a 7 degree right bank with the landing gear extended, with one engine at about 96 percent N2 and the other engine at about 91 percent N2, the pilot to asked, "what'd you do. what happened (to us)", to which the PPE replied in a strained voice, "I don't know." The airplane continued to climb while drifting to the right of the runway centerline.

At 1424:20.2, one engine was operating at about 96 percent N2 and the other engine was operating at about 84 percent N2, while at 104 feet and a right bank of 8.4 degrees at 137 KCAS. Due to the level of ambient noise, no further analysis of the decelerating engine and its N2 speed could be performed. At this time the PPE to indicated in a strained voice to get the gear up; the EGPWS data indicated the landing gear was retracted 1 second later. The airplane climbed to a maximum altitude of 108 feet while drifting to the right, and then 1 second later while at 1424:22, the flight was over the western edge of the runway at 107.5 feet in a 20-degree right bank, flying at 132 KCAS with one engine indicating 96 percent N2. The right bank angle continued to increase from this point to the end of the EGPWS recorded data, while slight airspeed variation occurred.

At 1424:24.5, while west of the western edge of the runway in a right bank of 26 degrees at 132 KCAS and about 86 feet, the CVR recorded a bank angle warning. About 1 second later, the background noise was noted to increase until the end of the recording, and the second to last data point of the EGPWS depicted a right roll value of 38.7 degrees, while the last data point depicted the pitch as negative 9.1 degrees. At 1424:26.9, the CVR recorded another bank angle warning, followed about 1.5 seconds later by the sound of impact.

There were no distress calls made by any occupant of the airplane. The controller who witnessed the impact called an Alert 3.

Witnesses on the airport reported seeing the airplane climb to altitudes estimated between 50 and 200 feet above ground level (agl), with the landing gear retracted. Both flight crewmembers of an airline flight that was on final approach to runway 18R later rep...