Narrative:

One morning; I asked a more experienced co-worker (CFI/ii/mei/ATP) to join me for a brief 'warm-up' flight for my proficiency and to ensure the aircraft was in good condition to fly to key west for the weekend. It had been several weeks since I last flew; and I planned to take my family on a trip. As a professional pilot; I found it prudent to check everything over (including my own flying abilities) to mitigate unnecessary risk and ensure my family made it to and from their vacation destination safely.we departed without issue. Besides a slight difference in the fuel flow readings (egt readings were normal) between the two engines; the plane was performing normally. We climbed to 4500 ft west of the congested miami airspace to practice slow flight; to operationally check the autopilot; and complete a simulated single-engine failure (did not shut the engine down; just simulated feather). Once satisfied with mine and the plane's performance; we shot the ILS. From there; we entered the pattern for a touch-and-go; where I asked him to give me a single-engine failure on takeoff. As requested; we executed the practice emergency procedure (again; not shutting the engine down) which I took to a full-stop. We taxied off to shut down and meet my awaiting family; the flight lasted an hour.with my family now on-board and my co-worker on his way home; we started back up and taxied. The plane again passed its run-up checks without issue; and I was cleared for take-off. I taxied into position; held the brakes; and pushed the throttles up to 2200 rpm for one final check. Just then; I lost power in the left engine. Having not yet begun my take-off roll; I cancelled my take-off request and taxied off the runway to troubleshoot.as a professional pilot; we live by checklists. I reviewed the checklist again and completed another full run-up check with the boost pumps set to 'low'. Since the ambient temperature was approaching 90F and the plane had already flown; I thought maybe the boost pumps needed to be set to 'low' per the poh. It had not been required in any of my previous 28+ hours in type; but since everything else seemed ok; I gave it a shot.confident that the aircraft was good-to-go; I again lined up for take-off. Holding the brakes; I ran the engines up to almost 2500 rpm (and took a good moment of pause to really make sure it was good). I released the brakes and began my take-off roll. I rotated and as soon as a positive climb rate was achieved; raised the landing gear. About a second later; I lost power on the left engine. I estimate my altitude was about 100-150 ft AGL. Thank god; I had just practiced this procedure. 'Mixture; props; throttle; gear; flaps; identify; verify. Tower; emergency; I need to come back'. I pitched the aircraft for vyse and was able to climb to approximately 400 ft with the engine still wind milling and producing very little power. We were light; approximately 5000 lbs; and I had done all of my multi-engine training; so I knew it had the power to at least hold me at 400 ' in this configuration. A quick scan of my gauges indicated the left engine's egts were extremely low. With fuel at the forefront of my mind; I realized the engine was getting too much fuel; so I adjusted the mixture and the engine 'surged'; but only for a second. The egts then went very high; which concerned me; so I again adjusted the mixture. After a few minutes of flying straight-and-level and trying to troubleshoot my problem with constant mixture adjustments; I was able to get enough power out of the engine to accelerate and safely climb for a downwind turn. Once established on final and confident I'd make the runway (even if both engines were to fail); I reduced the power and landed. This flight lasted about 7 minutes. I then taxied back and shut down.

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Original NASA ASRS Text

Title: Single pilot twin engine aircraft experienced a single engine failure after liftoff and returned successfully to the departure airport.

Narrative: One morning; I asked a more experienced co-worker (CFI/II/MEI/ATP) to join me for a brief 'warm-up' flight for my proficiency and to ensure the aircraft was in good condition to fly to Key West for the weekend. It had been several weeks since I last flew; and I planned to take my family on a trip. As a professional pilot; I found it prudent to check everything over (including my own flying abilities) to mitigate unnecessary risk and ensure my family made it to and from their vacation destination safely.We departed without issue. Besides a slight difference in the fuel flow readings (EGT readings were normal) between the two engines; the plane was performing normally. We climbed to 4500 ft west of the congested Miami airspace to practice slow flight; to operationally check the autopilot; and complete a simulated single-engine failure (did not shut the engine down; just simulated feather). Once satisfied with mine and the plane's performance; we shot the ILS. From there; we entered the pattern for a touch-and-go; where I asked him to give me a single-engine failure on takeoff. As requested; we executed the practice emergency procedure (again; not shutting the engine down) which I took to a full-stop. We taxied off to shut down and meet my awaiting family; the flight lasted an hour.With my family now on-board and my co-worker on his way home; we started back up and taxied. The plane again passed its run-up checks without issue; and I was cleared for take-off. I taxied into position; held the brakes; and pushed the throttles up to 2200 rpm for one final check. Just then; I lost power in the left engine. Having not yet begun my take-off roll; I cancelled my take-off request and taxied off the runway to troubleshoot.As a professional pilot; we live by checklists. I reviewed the checklist again and completed another full run-up check with the boost pumps set to 'low'. Since the ambient temperature was approaching 90F and the plane had already flown; I thought maybe the boost pumps needed to be set to 'low' per the POH. It had not been required in any of my previous 28+ hours in type; but since everything else seemed OK; I gave it a shot.Confident that the aircraft was good-to-go; I again lined up for take-off. Holding the brakes; I ran the engines up to almost 2500 rpm (and took a good moment of pause to really make sure it was good). I released the brakes and began my take-off roll. I rotated and as soon as a positive climb rate was achieved; raised the landing gear. About a second later; I lost power on the left engine. I estimate my altitude was about 100-150 ft AGL. Thank God; I had just practiced this procedure. 'Mixture; props; throttle; gear; flaps; identify; verify. Tower; emergency; I need to come back'. I pitched the aircraft for VYSE and was able to climb to approximately 400 ft with the engine still wind milling and producing very little power. We were light; approximately 5000 lbs; and I had done all of my multi-engine training; so I knew it had the power to at least hold me at 400 ' in this configuration. A quick scan of my gauges indicated the left engine's EGTs were extremely low. With fuel at the forefront of my mind; I realized the engine was getting too much fuel; so I adjusted the mixture and the engine 'surged'; but only for a second. The EGTs then went very high; which concerned me; so I again adjusted the mixture. After a few minutes of flying straight-and-level and trying to troubleshoot my problem with constant mixture adjustments; I was able to get enough power out of the engine to accelerate and safely climb for a downwind turn. Once established on final and confident I'd make the runway (even if both engines were to fail); I reduced the power and landed. This flight lasted about 7 minutes. I then taxied back and shut down.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.