Page:Aircraft Accident Report for 1972 Sacramento Canadair Sabre accident.pdf/7

 The pilot stated that the flaps were in the takeoff position, and he completed the pretakeoff checklist. He checked throttle friction, emergency ignition, and engine instruments during the engine runup at the end of the runway. The exhaust gas temperature was 660° to 690° and the tachometer was indicating 97 to 98 percent r.p.m. He released the brakes and used nosewheel steering for directional control until his speed was approximately 60 knots. He then checked the engine instruments for the last time—everything was normal. At 105 knots he applied sufficient back pressure to raise the nosewheel off the runway, and maintained that attitude. The aircraft became airborne within a few seconds. The takeoff roll and lift-off were normal in every respect. After a slight hesitation, preparatory to raising the landing gear, the pilot heard and felt an unusual vibration which startled him. The aircraft was no longer accelerating in a normal fashion, so he instinctively lowered the nose, confirmed that he still had full throttle, and was surprised that the aircraft settled back onto the runway. He did not recall whether the vibration ended, but acceleration seemed normal again so he dismissed a momentary thought of discontinuing, and resumed the takeoff attitude. The aircraft became airborne again; however, it was obvious to the pilot that the aircraft was not going to fly, and he began the rejected takeoff procedure. He closed the throttle, touched down, and continued straight ahead trying to slow the aircraft. Within a second he hit something and was airborne again. He shut off the "fuel switch" and shielded his face with his right arm. He was unable to control the aircraft as it continued across the street and into the building. The highest airspeed he observed at anytime was 120 knots.

The pilot stated that he rotated the aircraft on this takeoff the same as he always did. He established takeoff attitude by raising the nose until the farthest point on the runway disappeared. Although he looked to the right and to the left of the nose for reference, he did not use the horizon to establish the deck angle.

Statements were obtained from 18 eyewitnesses, and two 8-mm. movies of the takeoff were also received. The movies and witness information generally corroborated the takeoff as described by the pilot. The entire runway was used, and there were two separate lift-offs as the aircraft moved along the runway.