Narrative:

On mar/wed/92, I took my second lesson with my flight instructor. After about 20 or 30 mins of briefing on the ground as to the various maneuvers he would expect me to do, we taxied to takeoff. He said he would be doing an engine out on takeoff, an engine out at altitude, explained recovery techniques, stalls, and perhaps 1 or 2 other critical maneuvers. My flight instructor had also supplied me with a video tape on multi-engine operations, but I had not viewed that tape by the time we took the lesson on wed. We taxied to runway 22, did a runup, and prepared to takeoff on 22. I asked him specifically if he planned to pull an engine on takeoff. He said yes, but would do it well before we reached a 40 mph airspeed. I then accelerated the throttles to full. Within about 5 to 10 seconds (perhaps sooner, I think time goes by faster than one remembers it), we began a severe yaw to the left. I think I tried to compensate as I would normally do in my small aircraft by applying right rudder. I do not remember retarding the right throttle immediately as I was instructed to do in the ground briefing. As we yawed towards the edge of the runway, I believe I consciously yielded the controls to my flight instructor, expecting him to take the controls and control the aircraft. We then went off the runway and I think I felt the throttles being accelerated. It seemed we picked up speed as we went off the runway into the grass. I remember thinking -- somewhat silly in retrospect -- 'is he going to try to get this thing airborne?' we came to a halt off the runway, but not before the aircraft's left main gear collapsed and the aircraft skidded to a halt. I could see that the left main wingtip tank was damaged and the left propeller was bent. After we stopped, my flight instructor turned off the appropriate switches and we exited the aircraft. We were picked up by a fire engine which had made its way across the runway and taken back to the FBO. Neither of us was hurt. I don't think the entire event situation incident accident took more than 10 seconds, give or take 4 or 5. Again, it is hard to remember the passage of time. Supplemental information from acn 205147: shortly after the takeoff roll began, the left engine was failed by fully retarding the mixture control. The airspeed indicator had not yet begun to register. The student froze at the controls. The response (or lack of response) by the student to the loss of power from the left engine was not predictable after the thorough and repeated preflight briefing. However, damage to the aircraft might have been avoided if right rudder being used to counteract left yaw had been released immediately upon retarding the throttles and eliminating the adverse yaw to the left.

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Original NASA ASRS Text

Title: RWY EXCURSION.

Narrative: ON MAR/WED/92, I TOOK MY SECOND LESSON WITH MY FLT INSTRUCTOR. AFTER ABOUT 20 OR 30 MINS OF BRIEFING ON THE GND AS TO THE VARIOUS MANEUVERS HE WOULD EXPECT ME TO DO, WE TAXIED TO TKOF. HE SAID HE WOULD BE DOING AN ENG OUT ON TKOF, AN ENG OUT AT ALT, EXPLAINED RECOVERY TECHNIQUES, STALLS, AND PERHAPS 1 OR 2 OTHER CRITICAL MANEUVERS. MY FLT INSTRUCTOR HAD ALSO SUPPLIED ME WITH A VIDEO TAPE ON MULTI-ENG OPS, BUT I HAD NOT VIEWED THAT TAPE BY THE TIME WE TOOK THE LESSON ON WED. WE TAXIED TO RWY 22, DID A RUNUP, AND PREPARED TO TKOF ON 22. I ASKED HIM SPECIFICALLY IF HE PLANNED TO PULL AN ENG ON TKOF. HE SAID YES, BUT WOULD DO IT WELL BEFORE WE REACHED A 40 MPH AIRSPD. I THEN ACCELERATED THE THROTTLES TO FULL. WITHIN ABOUT 5 TO 10 SECONDS (PERHAPS SOONER, I THINK TIME GOES BY FASTER THAN ONE REMEMBERS IT), WE BEGAN A SEVERE YAW TO THE L. I THINK I TRIED TO COMPENSATE AS I WOULD NORMALLY DO IN MY SMA BY APPLYING R RUDDER. I DO NOT REMEMBER RETARDING THE R THROTTLE IMMEDIATELY AS I WAS INSTRUCTED TO DO IN THE GND BRIEFING. AS WE YAWED TOWARDS THE EDGE OF THE RWY, I BELIEVE I CONSCIOUSLY YIELDED THE CTLS TO MY FLT INSTRUCTOR, EXPECTING HIM TO TAKE THE CTLS AND CTL THE ACFT. WE THEN WENT OFF THE RWY AND I THINK I FELT THE THROTTLES BEING ACCELERATED. IT SEEMED WE PICKED UP SPD AS WE WENT OFF THE RWY INTO THE GRASS. I REMEMBER THINKING -- SOMEWHAT SILLY IN RETROSPECT -- 'IS HE GOING TO TRY TO GET THIS THING AIRBORNE?' WE CAME TO A HALT OFF THE RWY, BUT NOT BEFORE THE ACFT'S L MAIN GEAR COLLAPSED AND THE ACFT SKIDDED TO A HALT. I COULD SEE THAT THE L MAIN WINGTIP TANK WAS DAMAGED AND THE L PROP WAS BENT. AFTER WE STOPPED, MY FLT INSTRUCTOR TURNED OFF THE APPROPRIATE SWITCHES AND WE EXITED THE ACFT. WE WERE PICKED UP BY A FIRE ENG WHICH HAD MADE ITS WAY ACROSS THE RWY AND TAKEN BACK TO THE FBO. NEITHER OF US WAS HURT. I DON'T THINK THE ENTIRE EVENT SITUATION INCIDENT ACCIDENT TOOK MORE THAN 10 SECONDS, GIVE OR TAKE 4 OR 5. AGAIN, IT IS HARD TO REMEMBER THE PASSAGE OF TIME. SUPPLEMENTAL INFO FROM ACN 205147: SHORTLY AFTER THE TKOF ROLL BEGAN, THE L ENG WAS FAILED BY FULLY RETARDING THE MIXTURE CTL. THE AIRSPD INDICATOR HAD NOT YET BEGUN TO REGISTER. THE STUDENT FROZE AT THE CTLS. THE RESPONSE (OR LACK OF RESPONSE) BY THE STUDENT TO THE LOSS OF PWR FROM THE L ENG WAS NOT PREDICTABLE AFTER THE THOROUGH AND REPEATED PREFLT BRIEFING. HOWEVER, DAMAGE TO THE ACFT MIGHT HAVE BEEN AVOIDED IF R RUDDER BEING USED TO COUNTERACT L YAW HAD BEEN RELEASED IMMEDIATELY UPON RETARDING THE THROTTLES AND ELIMINATING THE ADVERSE YAW TO THE L.

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.