Narrative:

We started the takeoff from T intersection runway 23L. Cleared for immediate takeoff. We had completed the taxi and before takeoff checklists. The captain called for bleeds off speeds high, which I executed. The captain applied takeoff power and controled the aircraft during the initial roll. I called 60 KTS. He said 'your aircraft.' he fine tuned and monitor the power and instruments. I guarded (bottom) the throttles at the base and was controling directional control of the aircraft (outside). I did not notice anything unusual with the aircraft. At 80 KTS I checked torque and temperature to be normal, and at a glance the rest of instruments normal also. At 104 KTS I called V1. At the same time the captain called, 'abort, I've got the power I've got the brakes.' I stayed with him (no input) on the pedals and guarded (bottom) the throttles as he brought the aircraft into reverse and applied brakes. It didn't seem like the aircraft was slowing. I called more reverse because it didn't seem like he was using much, but also he was using full right rudder and brake. After I made this call he applied more reverse and the aircraft turned (yawed) to the left, so at the base of the throttles (power levers), I pulled the right power lever back further and applied more right brake. The reverse on the right engine did not appear to be effective. As we drew closer to the end of the runway, directional control seemed harder for him. I continued to apply or help apply full right brake and pulled more on right power lever. As we got to the end of the runway, I was telling the captain that there was a ditch to the left of center line, past the end of the runway, and continued to tell him this, and continued to apply full right brake and right reverse and pulled back on the yoke as we went off the runway. I also called the fence beyond. We avoided the ditch, and fence, and came to stop. We shut all power off and I turned to leave first. At that time I noticed that the captain had pulled both engine stop and feather controls. The passenger were already exiting out the emergency exit over left wing. We moved the people to a safe distance and waited for emergency vehicles. Supplemental information from acn 92660: during taxiout I noticed nosewheel steering intermittent and felt there might be a problem, so I elected to not use the system for taxiout and takeoff. During the takeoff roll I reached over to pull the left speed lever back to match the right, and hopefully reduce or eliminate the out of sync sound from the propellers. We had rechked gauges (power, etc). All appeared normal, nothing out of limits. However, propellers still sounded out of sync. At V1 I glanced at gauges one more time and saw 93% N1 on right engine and rising egt on right engine (toward redline). I called abort.

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Original NASA ASRS Text

Title: COMMUTER SMT RWY EXCURSION DURING TKOF ABORT.

Narrative: WE STARTED THE TKOF FROM T INTXN RWY 23L. CLRED FOR IMMEDIATE TKOF. WE HAD COMPLETED THE TAXI AND BEFORE TKOF CHKLISTS. THE CAPT CALLED FOR BLEEDS OFF SPDS HIGH, WHICH I EXECUTED. THE CAPT APPLIED TKOF PWR AND CTLED THE ACFT DURING THE INITIAL ROLL. I CALLED 60 KTS. HE SAID 'YOUR ACFT.' HE FINE TUNED AND MONITOR THE PWR AND INSTRUMENTS. I GUARDED (BOTTOM) THE THROTTLES AT THE BASE AND WAS CTLING DIRECTIONAL CONTROL OF THE ACFT (OUTSIDE). I DID NOT NOTICE ANYTHING UNUSUAL WITH THE ACFT. AT 80 KTS I CHKED TORQUE AND TEMP TO BE NORMAL, AND AT A GLANCE THE REST OF INSTRUMENTS NORMAL ALSO. AT 104 KTS I CALLED V1. AT THE SAME TIME THE CAPT CALLED, 'ABORT, I'VE GOT THE PWR I'VE GOT THE BRAKES.' I STAYED WITH HIM (NO INPUT) ON THE PEDALS AND GUARDED (BOTTOM) THE THROTTLES AS HE BROUGHT THE ACFT INTO REVERSE AND APPLIED BRAKES. IT DIDN'T SEEM LIKE THE ACFT WAS SLOWING. I CALLED MORE REVERSE BECAUSE IT DIDN'T SEEM LIKE HE WAS USING MUCH, BUT ALSO HE WAS USING FULL RIGHT RUDDER AND BRAKE. AFTER I MADE THIS CALL HE APPLIED MORE REVERSE AND THE ACFT TURNED (YAWED) TO THE LEFT, SO AT THE BASE OF THE THROTTLES (PWR LEVERS), I PULLED THE RIGHT PWR LEVER BACK FURTHER AND APPLIED MORE RIGHT BRAKE. THE REVERSE ON THE RIGHT ENG DID NOT APPEAR TO BE EFFECTIVE. AS WE DREW CLOSER TO THE END OF THE RWY, DIRECTIONAL CTL SEEMED HARDER FOR HIM. I CONTINUED TO APPLY OR HELP APPLY FULL R BRAKE AND PULLED MORE ON R PWR LEVER. AS WE GOT TO THE END OF THE RWY, I WAS TELLING THE CAPT THAT THERE WAS A DITCH TO THE LEFT OF CENTER LINE, PAST THE END OF THE RWY, AND CONTINUED TO TELL HIM THIS, AND CONTINUED TO APPLY FULL RIGHT BRAKE AND RIGHT REVERSE AND PULLED BACK ON THE YOKE AS WE WENT OFF THE RWY. I ALSO CALLED THE FENCE BEYOND. WE AVOIDED THE DITCH, AND FENCE, AND CAME TO STOP. WE SHUT ALL PWR OFF AND I TURNED TO LEAVE FIRST. AT THAT TIME I NOTICED THAT THE CAPT HAD PULLED BOTH ENG STOP AND FEATHER CTLS. THE PAX WERE ALREADY EXITING OUT THE EMER EXIT OVER LEFT WING. WE MOVED THE PEOPLE TO A SAFE DISTANCE AND WAITED FOR EMER VEHICLES. SUPPLEMENTAL INFO FROM ACN 92660: DURING TAXIOUT I NOTICED NOSEWHEEL STEERING INTERMITTENT AND FELT THERE MIGHT BE A PROB, SO I ELECTED TO NOT USE THE SYS FOR TAXIOUT AND TKOF. DURING THE TKOF ROLL I REACHED OVER TO PULL THE LEFT SPD LEVER BACK TO MATCH THE RIGHT, AND HOPEFULLY REDUCE OR ELIMINATE THE OUT OF SYNC SOUND FROM THE PROPS. WE HAD RECHKED GAUGES (PWR, ETC). ALL APPEARED NORMAL, NOTHING OUT OF LIMITS. HOWEVER, PROPS STILL SOUNDED OUT OF SYNC. AT V1 I GLANCED AT GAUGES ONE MORE TIME AND SAW 93% N1 ON RIGHT ENG AND RISING EGT ON RIGHT ENG (TOWARD REDLINE). I CALLED ABORT.

Data retrieved from NASA's ASRS site as of August 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.