Final Report: April 2018 737 high speed aborted TO

[MikeSnow]

I searched the ICAO database ( https://www.icao.int/safety/iStars/P...tatistics.aspx ) for accidents with fatalities related to takeoff in the last 13 years, as the database only contained accidents since 2008. This is what I found that may be somewhat relevant to this discussion:

Crash: Avient Aviation MD11 at Shanghai on Nov 28th 2009, overran runway on takeoff - 3 fatalities

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The crew did not properly operate the thrust levers so that the engines did not reach take off thrust. The aircraft had not reached Vr at the end of the runway and could not get airborne.
[...]
The crew members perceived something was wrong. Audibly the engine sound was weak, visibly the speed of the aircraft was low, tactically the pressure on the back of the seat was weaker than normal. Somebody within the crew, possibly on the observer seats, suggested the aircraft may be a bit heavy.
[...]
When the aircraft approached the end of the runway several options were available: reject takeoff and close the throttles, continue takeoff and push the throttle to the forward mechanical stop, continue takeoff and immediately rotate. The observer called "rotate", the captain rotated the aircraft. This shows the crew recognized the abnormal situation but did not identify the error (thrust levers not in takeoff position) in a hurry but reacted instinctively only. As the aircraft had not yet reached Vr, the aircraft could not get airborne when rotated. As verified in simulator verification the decision to rotate was the wrong decision. The simulator verification showed, that had the crew pushed the thrust levers into maximum thrust when they recognized the abnormal situation, they would have safely taken the aircraft airborne 670 meters before the end of the runway. The verification also proved, that had the crew rejected takeoff at that point, the aircraft would have stopped before the end of the runway.

Accident: Bek F100 at Almaty on Dec 27th 2019, lost height shortly after takeoff and impacted building after two tailstrikes - 13 casualties

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The captain decided only the elevators were to be de-iced. The aircraft departed runway 05R, engines and systems were all working normally. The aircraft rotated and became airborne at 07:20:36L at 148 KIAS. The aircraft reached a maximum height of 20 feet, rolled right to a bank angle of 5 degrees, rolled left to 18 degrees left bank angle and rolled right again to 14.5 degrees losing height, the pitch dropped from 16 degrees nose up to 4 degrees nose down and went up to 14.7 degrees nose up again, the aircraft contacted ground, climbed to 6 feet AGL again, pitch reduced to 5 degrees nose up, the aircraft descended to the ground again, speed decaying reaching 129 KIAS, while on the ground the airspeed recovered again to 148 KIAS, the pitch increased 19.6 degrees, the aircraft climbed to 11 feet AGL, the gear was retracted, the aircraft lost speed again reaching 130 KIAS, pitch dropped 1.6 degrees nose down and the aircraft impacted ground a last time.
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After commencing takeoff the aircraft became airborne but began to roll left and right, the left wing tip touched the runway. The aircraft sank back onto the runway. The first officer called to reject takeoff and retarded the thrust levers, the captain called "no need", advanced thrust levers and continued takeoff stating "Let's go, Let's go!". About 7 seconds later the commander instructs gear up, in the following the aircraft touched the runway 6 times with the tail, 4 times with the landing gear and one time with the wing.

Crash: NOAR L410 near Recife on Jul 13th 2011, lost height - 16 fatalities

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The captain briefed before engine start, that in case they had an engine failure above V1 and the landing gear not yet retracted, considering the length of the runway of 3100 meters, they might still abort takeoff and put the aircraft down onto the runway again. The aircraft was accelerating for takeoff from Recife's runway 18 when the left hand engine failed and lost power just at rotation. The first officer called to reject takeoff three times, the commander responded there was insufficient room to stop the aircraft and instructed to retract the gear. The first officer complied with that instruction only 50 seconds later after the captain had repeated the instruction for the 4th time. The captain instructed the first officer to request a return to runway 30 three times without realizing the runway layout of Recife had runways 18 and 36. The first officer advised ATC they would return to runway 36. The captain instructed the first officer to feather the left hand propeller, the propeller had already feathered however.

Automatic warnings "Do not sink!" and "Too low, Terrain" sounded. The captain again requested the left hand propeller to be feathered, the first officer responded the propeller was already feathered. The first officer requested to return to the aerodrome, the commander responded he was already turning.

The stall warning activated, the first officer requested to lower the nose, GPWS sounded "Do not sink!" and "Too low! Terrain". The first officer called "120 feet", the stall warning activated again. The first officer again requested to lower the nose and asked whether the captain wanted to land on the beach which met a categoric no. The first officer radioed they would land on the beach, the captain again denied, the first officer argued they would hit the top of the buildings, the stall warning activated continuously for 19 seconds, "Too Low! Terrain" and "Do not Sink!" sounded and the aircraft impacted the beach.

Crash: Ababeel IL76 at Khartoum on June 30th 2008, hit ground immediately after takeoff - 4 fatalities

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The Sudanese CAA stated in their preliminary factual report, that the crew attempted to reject takeoff and hit the brakes, but it was too late and the crew pulled the airplane up below the required takeoff speed. The airplane was seen nose high after liftoff, then started a sharp left turn without gaining height and continued banking to the left crossing the North East Part of the Green Square, then lost height until impact with the ground. The impact occured with a nose down attitude of 30 degrees and a 60 degrees left bank.