N987AK

HISTORY OF FLIGHTOn October 19, 2021, at 1000 central daylight time, a McDonnell Douglas DC-9-87 (MD87) airplane, N987AK, owned and operated by 987 Investments LLC, overran the departure end of runway 36 at Houston Executive Airport (TME), Brookshire, Texas, after the flight crew executed a rejected takeoff. (All times in this report are central daylight time unless otherwise indicated.) Of the 19 passengers and 4 crewmembers on board the airplane, 2 passengers received serious injuries, and 1 passenger received a minor injury. A postcrash fire ensured, and the airplane was destroyed. The personal flight was operated under Part 91 and was destined for Laurence G. Hanscom Field Airport (BED), Bedford, Massachusetts.

The captain and the first officer accepted the accident flight as contract work while they were off duty from their primary employer, Everts Air Cargo, a Part 121 air cargo operator headquartered in Fairbanks, Alaska. The airplane was based at TME and kept parked on the ramp, and it had not been flown since April 26, 2021. The captain had flown the airplane on its last trip (and numerous other trips); the first officer had not flown it before. According to the captain, they used an Everts quick reference handbook and checklist for the airplane.

On the day of the accident, the captain and the first officer arrived at the airport about 0800. The first officer performed the preflight exterior inspection of the airplane, which included a visual check of the elevators, and he noted no anomalies. An airframe and powerplant mechanic who worked for 987 Investments (and was a crewmember on board the accident flight) said he performed an exterior walk-around of the airplane, and he noted no anomalies.

The CVR began recording about 0928:50 and captured that the captain, who was the pilot flying, and the first officer, who was the pilot monitoring, discussed various checks and procedures while the passengers boarded. The CVR captured that the captain told the first officer that they would be using normal Everts procedures. The captain briefed the rejected takeoff procedures, during which he stated that they would reject the takeoff after V1 “only if the airplane won’t fly.” (V1, also known as the decision speed, is defined, in part, as the maximum speed by which a rejected takeoff must be initiated to ensure that the airplane can be stopped on the remaining runway.)

The captain and the first officer subsequently started the engines, and, at 0952:33, the TME air traffic controller provided their clearance to taxi to runway 36. According to the first officer, as the captain taxied the airplane, the first officer conducted a flight control check, which included pushing the control column all the way forward then pulling it all the way back and turning the yoke left and right. (The FDR recorded data consistent with a control check being performed during taxi.) The first officer noted no anomalies during the control check.

The TME air traffic controller cleared the flight for takeoff about 0959. Shortly after, the CVR captured the captain’s callout that the takeoff thrust was set and the first officer’s acknowledgement then confirmation that the engine and instrument indications were normal. According to FDR data for the accident flight, the takeoff began with the flaps, slats, and horizontal stabilizer set correctly.

At 0959:36.3, the first officer called out “80 kts,” followed by “V1” at 0959:47.2 and “rotate” at 0959:48.0. Based on the FDR data, the captain’s attempt to rotate the airplane began about 1 second after the “rotate” callout, but the airplane’s pitch never increased. (See the “Aircraft Performance Study” section.) The captain stated in a postaccident interview that, when he pulled back to move the control column aft, “absolutely nothing happened.” The captain said it felt to him like the control “was in concrete.” When asked to clarify whether he moved the yoke and the airplane didn’t lift off, or whether the yoke was stuck, the captain replied “no” to both scenarios and stated that the yoke was “frozen.”

The CVR captured that the first officer subsequently made the “V2” callout (an airspeed reference relevant to single-engine climb performance) and that the captain then said “…come on” in a strained voice at 0959:51.7. Both pilots recalled in postaccident interviews that they both then attempted to pull back on the yoke. At 0959:53.3, the first officer called out “…abort.”

According to the captain, the first officer was faster than he was at reaching for the thrust levers, and, when he saw that the first officer pulled the thrust levers to idle, he (the captain) activated the thrust reversers. The first officer said that he heavily applied the brakes and could feel the airplane decelerating, but it overran the departure end of the runway. The airplane crossed the runway safety area and continued through the airport perimeter fence and across a road, striking electrical distribution lines and trees before coming to rest about 1,400 ft beyond the end of the runway in a privately owned pasture.

The CVR had ceased recording audio shortly after the airplane departed the runway surface, and no crew conversations after the “abort” callout were captured. According to the captain, once the airplane came to a stop, he saw flames out the left cockpit window and commanded for everyone to evacuate.

All passengers and crew evacuated the airplane, and airport and emergency response personnel soon arrived. (See the “Survival Aspects” section.) PERSONNEL INFORMATIONCaptain

At the time of the accident, the captain worked for Everts as a simulator instructor and check airman. He previously worked as Everts’ chief pilot in the DC-9/MD-80 series airplanes for about 2.5 years until he turned 65 and was no longer eligible to fly under Part 121 regulations.

The captain’s most recent Part 121 training events at Everts included recurrent ground and flight training in October and November 2020, respectively, a requalification proficiency check in June 2021, and emergency procedures training in October 2021.

The captain resided in Las Vegas, Nevada. On October 16, 2021 (3 days before the accident), he was in Fairbanks, Alaska, and awoke about 0515 Alaska daylight time (AKDT) for a 0700 AKDT flight home, where he arrived about 1830 Pacific daylight time (PDT). He did not nap during the day, and he went to bed about 2130 PDT. The next day, he awoke between about 0600 and 0700 PDT, did routine personal errands throughout the day, and went to bed about 2200 PDT. The day before the accident, he awoke about 0630 PDT and had a 1000 PDT flight to Houston, where he arrived about 1530. He met the first officer for dinner, went back to the hotel to watch a football game, and went to bed about 2230 to 2245. On the day of the accident, he awoke about 0630, had breakfast, and arrived at the airport about 0800 The captain said he had no problems falling asleep at night and felt rested the morning of the accident.

In the 72 hours preceding the accident, the captain did not consume any alcohol or other drugs, including prescription or nonprescription medications, that might have affected his performance. He had no major changes in his personal life, finances, or health in the previous 12 months.

Toxicology testing performed by the FAA’s Forensic Sciences Laboratory on the captain’s blood identified no evidence of impairing drugs.

First Officer

The first officer worked for Everts since June 2019. Previous employment included flying corporate airplanes for several years in the United States and overseas.

The first officer’s most recent Part 121 training events at Everts included recurrent ground and flight training in January and July 2021, respectively, a proficiency/qualification check in July 2021, and emergency procedures training in January 2021.

The first officer resided in Bruce, South Dakota. On October 16, 2021 (3 days before the accident), he awoke between 0800 and 0900, did routine housework throughout the day, and went to bed between 2200 and 2300. The next day, he awoke between 0800 and 0900, did routine housework, and went to bed about 2200. The day before the accident, he awoke about 0530 and caught an 0800 flight to Houston, arriving at his hotel at 1438. He took a 45-minute nap, met the captain for dinner, the returned to the hotel to relax and watch TV before going to bed about 2130 to 2200. On the day of the accident, he awoke about 0700 and had breakfast before heading to the airport. The first officer said he usually fell asleep quickly at night and would sometimes toss and turn. He characterized his sleep as “pretty decent” in the days before the accident and said he felt rested on the day of the accident.

In the 72 hours preceding the accident, the first officer did not consume any alcohol or other drugs, including prescription or nonprescription medications. He had no major changes in his personal life, finances, or health in the previous 12 months.

Toxicology testing performed by the FAA’s Forensic Sciences Laboratory on the first officer’s blood identified no evidence of impairing drugs.

Other Crewmembers

According to the airplane’s owner, he acted as a cabin crewmember and performed such duties as setting out food, drinks, and blankets before the passengers arrived and providing the pretakeoff safety briefing, which included the use of the seatbelts and the emergency exits. (See the “Survival Aspects” section.) The owner knew all of the passengers on the accident flight (either personally or through business), and most had traveled on the airplane before. According to the captain, the owner typically provided the passenger safety briefings, was thorough, and ensured that everyone paid attention.

According to the airplane’s owner, a mechanic (usually the maintenance manager) always traveled on board the airplane to be available in case any maintenance needs arose when the airplane was away from base. ...