Narrative:

Shortly after takeoff the right engine failed on small transport, this happened at an altitude of approximately 300' AGL. Immediate action was taken to secure the failed engine...using engine out procedures. With aircraft in clean confign (including retracted cowl flaps) engine restart procedures were begun. Since mfr specifies engine boost pumps on for takeoff and landing it should be stated that both boost pumps were still in the on position at the time of right engine failure. Several attempts were made at restart west/O success. Twice the engine almost caught but then failed. The aircraft was full of fuel..less approximately one hour flight time. Since this was a check out flight for me, prior to the engine failure and forced landing, we had flown at an altitude of 8500' MSL for approximately 45 mins to an hour doing turns, steep turns, slow flight , and stalls. At the conclusion of this airwork and being close to the hutchinson airport we decided to do takeoffs and lndgs to a full stop. Two such takeoffs and lndgs were made. On the third takeoff run an accelerated stop was performed to demonstrate the distance required. The fourth takeoff was to be the final takeoff and landing to full stop. It was approximately 95 degrees at the time of incident and even being 'light' in weight, fully developed power on left engine and the failed engine secured in feathered position it was impossible to hold a/south altitude. Cowl flaps were retracted after securing engine. It became apparent that a forced landing would be required. Just prior to impact the check pilot cut the power on the left engine and I turned off all electrical. We executed the landing in a corn field. Sliding approximately 240/250', impacted the ground at about 85 KT. Fuel was turned off immediately after rechking the electrical I exited the aircraft (the check pilot exited immediately after impact). A check was made for leaking fuel. There was no fuel leaks. There was no fire, no physical injury to either occupant and not real extensive damage to the airframe. Slight damage, very slight, to the inboard right leading edge between the engine and aircraft body...the right flap showed some wrinkled skin at the inboard hinge point and that was the airframe damage. Belly mounted antennas of course were torn off. Left engine propeller was still on engine and the right engine propeller (with feathered blades) came off engine and was about 150' behind the aircraft. It is interesting to noted that the propeller shaft was still attached to the hub and did not appear to even be bent. Authorities were contacted within 5 mins of the forced landing and contact made with FAA regional office in kansas city within an hour.

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Original NASA ASRS Text

Title: SMT ON A TRAINING FLT LOSES ONE ENGINE ON TKOF INITIAL CLIMB AND, UNABLE TO MAINTAIN ALT CRASH LANDS IN FIELD ON AN OFF ARPT LNDG. IT WAS A HOT DAY, TEMP 95 DEGREES F.

Narrative: SHORTLY AFTER TKOF THE R ENG FAILED ON SMT, THIS HAPPENED AT AN ALT OF APPROX 300' AGL. IMMEDIATE ACTION WAS TAKEN TO SECURE THE FAILED ENG...USING ENG OUT PROCS. WITH ACFT IN CLEAN CONFIGN (INCLUDING RETRACTED COWL FLAPS) ENG RESTART PROCS WERE BEGUN. SINCE MFR SPECIFIES ENG BOOST PUMPS ON FOR TKOF AND LNDG IT SHOULD BE STATED THAT BOTH BOOST PUMPS WERE STILL IN THE ON POS AT THE TIME OF R ENG FAILURE. SEVERAL ATTEMPTS WERE MADE AT RESTART W/O SUCCESS. TWICE THE ENG ALMOST CAUGHT BUT THEN FAILED. THE ACFT WAS FULL OF FUEL..LESS APPROX ONE HR FLT TIME. SINCE THIS WAS A CHK OUT FLT FOR ME, PRIOR TO THE ENG FAILURE AND FORCED LNDG, WE HAD FLOWN AT AN ALT OF 8500' MSL FOR APPROX 45 MINS TO AN HR DOING TURNS, STEEP TURNS, SLOW FLT , AND STALLS. AT THE CONCLUSION OF THIS AIRWORK AND BEING CLOSE TO THE HUTCHINSON ARPT WE DECIDED TO DO TKOFS AND LNDGS TO A FULL STOP. TWO SUCH TKOFS AND LNDGS WERE MADE. ON THE THIRD TKOF RUN AN ACCELERATED STOP WAS PERFORMED TO DEMONSTRATE THE DISTANCE REQUIRED. THE FOURTH TKOF WAS TO BE THE FINAL TKOF AND LNDG TO FULL STOP. IT WAS APPROX 95 DEGS AT THE TIME OF INCIDENT AND EVEN BEING 'LIGHT' IN WT, FULLY DEVELOPED PWR ON L ENG AND THE FAILED ENG SECURED IN FEATHERED POS IT WAS IMPOSSIBLE TO HOLD A/S ALT. COWL FLAPS WERE RETRACTED AFTER SECURING ENG. IT BECAME APPARENT THAT A FORCED LNDG WOULD BE REQUIRED. JUST PRIOR TO IMPACT THE CHK PLT CUT THE PWR ON THE L ENG AND I TURNED OFF ALL ELECTRICAL. WE EXECUTED THE LNDG IN A CORN FIELD. SLIDING APPROX 240/250', IMPACTED THE GND AT ABOUT 85 KT. FUEL WAS TURNED OFF IMMEDIATELY AFTER RECHKING THE ELECTRICAL I EXITED THE ACFT (THE CHK PLT EXITED IMMEDIATELY AFTER IMPACT). A CHK WAS MADE FOR LEAKING FUEL. THERE WAS NO FUEL LEAKS. THERE WAS NO FIRE, NO PHYSICAL INJURY TO EITHER OCCUPANT AND NOT REAL EXTENSIVE DAMAGE TO THE AIRFRAME. SLIGHT DAMAGE, VERY SLIGHT, TO THE INBOARD R LEADING EDGE BTWN THE ENG AND ACFT BODY...THE R FLAP SHOWED SOME WRINKLED SKIN AT THE INBOARD HINGE POINT AND THAT WAS THE AIRFRAME DAMAGE. BELLY MOUNTED ANTENNAS OF COURSE WERE TORN OFF. L ENG PROP WAS STILL ON ENG AND THE R ENG PROP (WITH FEATHERED BLADES) CAME OFF ENG AND WAS ABOUT 150' BEHIND THE ACFT. IT IS INTERESTING TO NOTED THAT THE PROP SHAFT WAS STILL ATTACHED TO THE HUB AND DID NOT APPEAR TO EVEN BE BENT. AUTHORITIES WERE CONTACTED WITHIN 5 MINS OF THE FORCED LNDG AND CONTACT MADE WITH FAA REGIONAL OFFICE IN KANSAS CITY WITHIN AN HR.

Data retrieved from NASA's ASRS site as of July 2007 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.