Narrative:

The subject flight was the third training flight of a flight instructor, multi-engine syllabus. The plan was to have the student fly the aircraft from the left seat for the first 3 flts of the syllabus and the remaining training flts from the right seat. Although the student was an experienced aviator, retired military instructor pilot, and previous simulator/classroom instructor, he had no previous time in reciprocating twin engine aircraft. Therefore, 3 training flts from the left seat were planned for aircraft orientation and familiarity, prior to transitioning to the right seat. The subject training flight originated at ict with planned training at hut, and return to ict. Prior to the flight, we reviewed the procedures to be accomplished. The aircraft was preflted, the engines were started and we taxied to runway 32. A run-up and before takeoff checklist was completed and we departed performing a maximum performance takeoff from ict destined for hut. Ict departure instructed us to squawk VFR and contact hut tower, after which hut tower instructed to report a 4 mi straight-in approach to runway 31. Closer in to the runway, we requested and were given the option for runway 31. A 2-ENG go around procedure was performed and we entered left traffic for runway 31. A simulated engine failure was conducted on downwind ending in an uneventful full stop single engine landing. After landing, we taxied back for takeoff, and again reviewed and briefed the next sequence, which was to be an aborted takeoff. After reviewing the aborted takeoff procedures, including the importance of immediately retarding the throttles to idle and braking. Since this was the first simulated aborted takeoff attempted, I also told student it would be the right engine that would fail. I informed hut tower the next takeoff would be a simulated aborted takeoff and taxi-back. We were cleared for takeoff on runway 31. The student applied takeoff power, started the takeoff, and at approximately 50 mph, I retarded the right engine mixture, since there was no intent to fly, and saw the aircraft start to veer right. The student appeared to initiate the correct aborted takeoff procedure by retarding the throttles to idle (to learn after only the left throttle had been retarded). When I saw the aircraft tracking correctly, I moved the right engine mixture forward. The right engine caught and aircraft then veered left and exited the runway into the muddy grass. The nose gear collapsed and the aircraft skidded to a stop. We secured the cockpit and egressed through the main entry door.

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Original NASA ASRS Text

Title: A C310 VEERS OFF THE SIDE OF THE RWY DURING A SIMULATED ABORTED TKOF. A MIXUP IN THE ACTIONS EXPECTED AND REQUIRED BY THE TRAINEE AND THE INSTRUCTOR PLT.

Narrative: THE SUBJECT FLT WAS THE THIRD TRAINING FLT OF A FLT INSTRUCTOR, MULTI-ENG SYLLABUS. THE PLAN WAS TO HAVE THE STUDENT FLY THE ACFT FROM THE L SEAT FOR THE FIRST 3 FLTS OF THE SYLLABUS AND THE REMAINING TRAINING FLTS FROM THE R SEAT. ALTHOUGH THE STUDENT WAS AN EXPERIENCED AVIATOR, RETIRED MIL INSTRUCTOR PLT, AND PREVIOUS SIMULATOR/CLASSROOM INSTRUCTOR, HE HAD NO PREVIOUS TIME IN RECIPROCATING TWIN ENG ACFT. THEREFORE, 3 TRAINING FLTS FROM THE L SEAT WERE PLANNED FOR ACFT ORIENTATION AND FAMILIARITY, PRIOR TO TRANSITIONING TO THE R SEAT. THE SUBJECT TRAINING FLT ORIGINATED AT ICT WITH PLANNED TRAINING AT HUT, AND RETURN TO ICT. PRIOR TO THE FLT, WE REVIEWED THE PROCS TO BE ACCOMPLISHED. THE ACFT WAS PREFLTED, THE ENGS WERE STARTED AND WE TAXIED TO RWY 32. A RUN-UP AND BEFORE TKOF CHKLIST WAS COMPLETED AND WE DEPARTED PERFORMING A MAX PERFORMANCE TKOF FROM ICT DESTINED FOR HUT. ICT DEP INSTRUCTED US TO SQUAWK VFR AND CONTACT HUT TWR, AFTER WHICH HUT TWR INSTRUCTED TO RPT A 4 MI STRAIGHT-IN APCH TO RWY 31. CLOSER IN TO THE RWY, WE REQUESTED AND WERE GIVEN THE OPTION FOR RWY 31. A 2-ENG GAR PROC WAS PERFORMED AND WE ENTERED L TFC FOR RWY 31. A SIMULATED ENG FAILURE WAS CONDUCTED ON DOWNWIND ENDING IN AN UNEVENTFUL FULL STOP SINGLE ENG LNDG. AFTER LNDG, WE TAXIED BACK FOR TKOF, AND AGAIN REVIEWED AND BRIEFED THE NEXT SEQUENCE, WHICH WAS TO BE AN ABORTED TKOF. AFTER REVIEWING THE ABORTED TKOF PROCS, INCLUDING THE IMPORTANCE OF IMMEDIATELY RETARDING THE THROTTLES TO IDLE AND BRAKING. SINCE THIS WAS THE FIRST SIMULATED ABORTED TKOF ATTEMPTED, I ALSO TOLD STUDENT IT WOULD BE THE R ENG THAT WOULD FAIL. I INFORMED HUT TWR THE NEXT TKOF WOULD BE A SIMULATED ABORTED TKOF AND TAXI-BACK. WE WERE CLRED FOR TKOF ON RWY 31. THE STUDENT APPLIED TKOF PWR, STARTED THE TKOF, AND AT APPROX 50 MPH, I RETARDED THE R ENG MIXTURE, SINCE THERE WAS NO INTENT TO FLY, AND SAW THE ACFT START TO VEER R. THE STUDENT APPEARED TO INITIATE THE CORRECT ABORTED TKOF PROC BY RETARDING THE THROTTLES TO IDLE (TO LEARN AFTER ONLY THE L THROTTLE HAD BEEN RETARDED). WHEN I SAW THE ACFT TRACKING CORRECTLY, I MOVED THE R ENG MIXTURE FORWARD. THE R ENG CAUGHT AND ACFT THEN VEERED L AND EXITED THE RWY INTO THE MUDDY GRASS. THE NOSE GEAR COLLAPSED AND THE ACFT SKIDDED TO A STOP. WE SECURED THE COCKPIT AND EGRESSED THROUGH THE MAIN ENTRY DOOR.

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.