Narrative:

On my takeoff roll from pdx, I had a propeller strike. That night I was flying for an far part 135 cargo operator. The propeller strike occurred on takeoff roll for my return flight to bfi, wa. Once cleared to take off from runway 28R, the tower instructed me to turn right direct btg VOR, climb and maintain 6000 ft. I set my instruments for these instructors, while taxiing towards the runway centerline. After setting up on what I believed to be the centerline, I applied full brakes and advanced the throttles to 30 inches manifold pressure, at which time I checked my engine instruments. All instruments indicated in the green arc. I then advanced the throttles towards 39 inches manifold pressure which was takeoff power setting while releasing the brakes. Immediately after releasing the brakes, the left engine sputtered/partial power loss. For some reason unknown to me, I looked down at my left engine oil pressure, which was in the green arc. I then turned my attention back outside and saw a white line which I thought was the runway centerline. My eyes once again turned to the my engine instruments at which time I heard 2 or 3 thumps outside the aircraft. After figuring out where I really was, in the lights, I positioned the aircraft back on the runway centerline and announced to the tower that I was aborting my takeoff. I estimated the aircraft speed to have been 20-40 KIAS at the time of impact with the runway edge lights. I'm not sure why I looked down at the instruments instead of maintaining positive control of the aircraft or when I retarded the throttles. Reviewing the situation after the fact, it makes sense to me that I confused the runway edge line for the centerline. I'm not exactly sure when the throttles were retarded, but I think I did it as I looked down at the oil pressure gauge. I think there were many factors that led to the situation that occurred that night. I was extremely fatigued from lack of sleep and studying for an interview that I was supposed to fly out to that day. Additionally, I might have been complacent because the WX was so nice. The WX on the earlier flight from seattle was poor with winds of approximately 180-220 degrees at 20 KTS gusting to 25-30 KTS and 4000 ft broken to overcast. While at pdx, the WX was calm winds, unrestr visibility with clear skies.

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Original NASA ASRS Text

Title: A PA34 PLT, TAXIING FOR TKOF AT PDX, LINED UP WITH THE RWY EDGE LINE INSTEAD OF THE RWY CTRLINE, RESULTING IN A RWY EXCURSION.

Narrative: ON MY TKOF ROLL FROM PDX, I HAD A PROP STRIKE. THAT NIGHT I WAS FLYING FOR AN FAR PART 135 CARGO OPERATOR. THE PROP STRIKE OCCURRED ON TKOF ROLL FOR MY RETURN FLT TO BFI, WA. ONCE CLRED TO TAKE OFF FROM RWY 28R, THE TWR INSTRUCTED ME TO TURN R DIRECT BTG VOR, CLB AND MAINTAIN 6000 FT. I SET MY INSTS FOR THESE INSTRUCTORS, WHILE TAXIING TOWARDS THE RWY CTRLINE. AFTER SETTING UP ON WHAT I BELIEVED TO BE THE CTRLINE, I APPLIED FULL BRAKES AND ADVANCED THE THROTTLES TO 30 INCHES MANIFOLD PRESSURE, AT WHICH TIME I CHKED MY ENG INSTS. ALL INSTS INDICATED IN THE GREEN ARC. I THEN ADVANCED THE THROTTLES TOWARDS 39 INCHES MANIFOLD PRESSURE WHICH WAS TKOF PWR SETTING WHILE RELEASING THE BRAKES. IMMEDIATELY AFTER RELEASING THE BRAKES, THE L ENG SPUTTERED/PARTIAL PWR LOSS. FOR SOME REASON UNKNOWN TO ME, I LOOKED DOWN AT MY L ENG OIL PRESSURE, WHICH WAS IN THE GREEN ARC. I THEN TURNED MY ATTN BACK OUTSIDE AND SAW A WHITE LINE WHICH I THOUGHT WAS THE RWY CTRLINE. MY EYES ONCE AGAIN TURNED TO THE MY ENG INSTS AT WHICH TIME I HEARD 2 OR 3 THUMPS OUTSIDE THE ACFT. AFTER FIGURING OUT WHERE I REALLY WAS, IN THE LIGHTS, I POSITIONED THE ACFT BACK ON THE RWY CTRLINE AND ANNOUNCED TO THE TWR THAT I WAS ABORTING MY TKOF. I ESTIMATED THE ACFT SPD TO HAVE BEEN 20-40 KIAS AT THE TIME OF IMPACT WITH THE RWY EDGE LIGHTS. I'M NOT SURE WHY I LOOKED DOWN AT THE INSTS INSTEAD OF MAINTAINING POSITIVE CTL OF THE ACFT OR WHEN I RETARDED THE THROTTLES. REVIEWING THE SIT AFTER THE FACT, IT MAKES SENSE TO ME THAT I CONFUSED THE RWY EDGE LINE FOR THE CTRLINE. I'M NOT EXACTLY SURE WHEN THE THROTTLES WERE RETARDED, BUT I THINK I DID IT AS I LOOKED DOWN AT THE OIL PRESSURE GAUGE. I THINK THERE WERE MANY FACTORS THAT LED TO THE SIT THAT OCCURRED THAT NIGHT. I WAS EXTREMELY FATIGUED FROM LACK OF SLEEP AND STUDYING FOR AN INTERVIEW THAT I WAS SUPPOSED TO FLY OUT TO THAT DAY. ADDITIONALLY, I MIGHT HAVE BEEN COMPLACENT BECAUSE THE WX WAS SO NICE. THE WX ON THE EARLIER FLT FROM SEATTLE WAS POOR WITH WINDS OF APPROX 180-220 DEGS AT 20 KTS GUSTING TO 25-30 KTS AND 4000 FT BROKEN TO OVCST. WHILE AT PDX, THE WX WAS CALM WINDS, UNRESTR VISIBILITY WITH CLR SKIES.

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.