Page:Aircraft Accident Report for 1972 Sacramento Canadair Sabre accident.pdf/20

 runway and the nature and proximity of the objects comprising the horizon would combine to accentuate the a rate of closure. Additionally, the angular measurement from the pilot's eye level at a normal lift-off point to the apparent horizon of each runway would increase at a significantly greater rate at Sacramento. The rapid change in viewing angle would magnify the apparent height of the objects at the end of the runway and, in combination with the rate of closure, would result in a sense of urgency about becoming airborne as soon as possible. Considering his experience in the aircraft, and the very misleading but compelling visual cues, it is easily understood why the pilot rotated the aircraft to as much as 17° ANU.

Although this accident was a result of pilot technique, which has been discussed in detail, the catastrophic consequences resulted from two entirely separate circumstances: (1) inadequacies in the rules governing the operation of experimental aircraft; and (2) the location of the ice cream parlor.

The pilot was restricted from operating N275X from any airport other than Oakland or Sonoma County, except for exhibition. When the aircraft was exhibited at a bona fide airshow, the only airport restriction was that imposed by the performance capability of the aircraft. If there had been no airshow, N275X would not have been authorized to land or take off from Sacramento. Consequently, the rejected takeoff must be considered as directly related to the airshow, even though N275X was not specifically identified as part of the airshow.

The inadequacies of the rules governing operation of experimental aircraft are, perhaps, best demonstrated in a comparison of the provisions before and after the accident. The generalized statements concerning pilot qualification for a letter of authority were changed to require a military or manufacturer's checkout and recent pilot-in-command experience in jet aircraft. The previous certification requirement, for a statement of the purpose for which the aircraft will be used, is now expanded by a requirement to submit a resume each time the aircraft is to be exhibited. The resume must include all routes of flight, arrival, and departure, which must be approved by the FAA office involved. Takeoffs or landings over densely populated areas must now be approved at the regional level. It is obvious that the pilot of N275X could not qualify for a letter of authority under the new directive because he had not completed the appropriate training and because he lacked the pilot-in-command experience. Additionally, there is a possibility that the proposed exhibition might have been rejected if a resume had been presented to the FAA Western Region, as now required. Even assuming that the region approved the flight into Sacramento Executive Airport, some runway restriction would have been imposed because of the