AN MDT CAPT HAD HIS TKOF ABORTED AS HE COULD NOT LIFT THE NOSE AT VR.

Narrative

THE CREW OF CL601 WAS CLRED FOR TKOF FROM SFO. THE TKOF WAS ABORTED WHEN THE ACFT FAILED TO POSITIVELY RESPOND TO CTL INPUT. THE EXTERIOR PREFLT AND WALKAROUND OF THE ACFT WAS COMPLETED WITH NO ABNORMALITIES NOTED. ALL CHKLIST ITEMS WERE ACCOMPLISHED PER THE PLT CHKLIST WITH NO ABNORMALITIES NOTED. ALL CTL RESPONSE DURING PREFLT APPEARED NORMAL. TKOF NUMBERS WERE COMPUTED BASED ON INFO PROVIDED BY THE SFO ATIS. THOSE NUMBERS WERE BASED ON A FUEL LOAD OF 16500 LBS; NO PAX; PERFORMANCE TKOF CONFIGN; DRY RWY CONDITIONS. TRIM WAS SET TO THE HIGH SIDE OF THE TKOF POS PER THE ACFT OPS MANUAL. PWR WAS SMOOTHLY APPLIED AND POSITIVELY BROUGHT UP TO 89.2%. SPOOL UP TIME APPEARED NORMAL AND WITHOUT INCIDENT. ACFT ACCELERATION WAS NORMAL AND WITHOUT INCIDENT. THE FO CALLED 'ROTATE.' THE YOKE WAS MOVED REARWARD IN A SMOOTH; POSITIVE MANNER WITH ONLY MINOR RESPONSE FROM THE ACFT. WITH THE YOKE IN THE FULL AFT TRAVEL POS; THE ACFT REMAINED ON THE RWY WITH NO FURTHER RESPONSE. WITH 'SERIOUS QUESTION OF THE CAPABILITY OF THE ACFT TO SUSTAIN FLT;' THE TKOF WAS ABORTED. THE ABORT WAS ACCOMPLISHED IN ACCORDANCE WITH STANDARD PRACTICE MANUAL. THE CAPT CALLED THE ABORT; APPLIED MAX BRAKING; DEPLOYED FULL REVERSERS AND THE FO DEPLOYED THE GND SPOILERS. STOPPING WAS ACCOMPLISHED WITHOUT INCIDENT; THE ACFT STOPPED SO AS TO REQUIRE PWR TO TAXI UP TO THE NEXT AVAILABLE TURNOFF. THE RWY WAS CLRED WITHOUT INCIDENT OR REQUIRING ANY DELAY OF SFO'S TFC. ALL TKOF NUMBERS WERE RECHKED AND CONFIRMED TO BE CORRECT AND IN COMPLIANCE WITH NORMAL PROCS. WHILE THE ACFT WAS PARKED; AND NOT UNDER MOTION AT ANY TIME; THE FUSE PLUGS MELTED RESULTING IN FLAT TIRES. INSPECTION BY THE MAINT STAFF INDICATED NO FURTHER DAMAGE. PRIOR TO FURTHER FLT; THE ACFT WAS INSPECTED AND RELEASED BY BASE MAINT. ON THE SECOND TKOF FROM SFO; THE ACFT AGAIN REQUIRED FULL TRAVEL TO THE REAR STOPS CTL IN ORDER FOR THE AIRPLANE TO BECOME AIRBORNE. IMMEDIATELY AFTER TKOF; FULL FORWARD TRIM DOWN; 'STIFF ARM;' WAS REQUIRED TO GET THE NOSE DOWN. THIS WAS THE SECOND INCIDENT OF THIS TYPE WITH THIS ACFT. THE FIRST OCCURRED ON A MAX WT DEP FROM WASHINGTON NATIONAL ARPT BOUND FOR OVERSEAS. HAVING FROWN MANY CHALLENGERS; THIS AIRPLANE SEEMS TO REQUIRE A GREAT DEAL OF NOSE DOWN TRIM WORK AFTER TKOF; MORE SO THAN MOST CL601-3A'S. THIS HAS BEEN NOTED SINCE JULY/95. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR HAS BEEN AN INSTRUCTOR PLT ON THE CHALLENGER FOR SEVERAL YRS AND HAS FLOWN IT WORLDWIDE. HIS CURRENT FO IS NEW TO THE ACFT AND JET AVIATION CAUSING THE RPTR TO CONTINUOUSLY BE AN INSTRUCTOR. THE CTL PROB WAS IN THE EQUIPPING OF THE ACFT. AFTER THE SFO INCIDENT; IT WAS WEIGHED IN AT 1300 LBS OVER THE BASIC OPERATING WT. EQUIP ADDITIONS WERE BUILT UP TIRES; JACKS; A COMPLETE SET OF COMMERCIAL AERO CHARTS; ETC. GALLEY DISHES WERE FOUND TO BE 200 LBS HEAVIER THAN ESTIMATED. THIS LIST HAS BEEN PARED DOWN AND THE ACFT REALISTICALLY WEIGHED WITH CREW IN POS WITH THEIR LUGGAGE AND A MINIMUM AMOUNT OF EQUIP AND SPARES THAT THE FLC CAN EASILY USE. THE RPTR STATES THAT THE ONLY FAULT THAT HE CAN FIND WITH THE ACFT IS THE ELEVATOR TRIM INDICATING SYS. THIS HAS SEVERAL RANGES THAT HAVE BEEN CONFUSING TO THE RPTR AND SEVERAL OTHER OPERATORS.