Kevin's comment reminded me of a very powerful lesson from that loss:  The PF should have aborted below V1, or firewalled the throttles after V1 but didn't want to damage the engines... there was a lot of Monday morning quarterbacking on the topic of going for max thrust for quite some time.

 

It's easy to pass up takeoff abort, I know. My totally unrelated incident was in the C-414 after an annual where on takeoff roll I noticed high fuel flow and high EGT, which confused me because the relationship between the two is inverse (one high the other low etc). On intial climb it became obvious that we had a power problem and made a safe landing at origin airport. Turns out that the fuel lines between manifold and cylinders were loose and spewing fuel all over engines and we made one more withdrawl from the luck bag and put it in the experience bag. I know for a fact that I would not hesitate next time to abort the takeoff if anything was amiss... which is the point of training. Training never ends.

 

...and we made one more withdrawl from the luck bag and put it in the experience bag.

 

You can always tell a Navy/MC pilot, but in my experience, you can't tell them much!

 

No offence intended, just my smart-alek poking it's head out. That phrase seems to be popular with the Navy/MC. Not a thing wrong with it, just sounded real familiar, was all.

 

Great flights and clear skies to all!

 

Pat☺