BE76 instructor pilot and student went off the side of the takeoff runway, after the #1 engine would...

Attributes
ACN	606858
Time
Date	200401
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : lit.airport
State Reference	AR
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Operator	general aviation : instructional
Make Model Name	Duchess 76
Operating Under FAR Part	Part 91
Flight Phase	ground : takeoff roll
Flight Plan	None
Person 1
Affiliation	other
Function	instruction : instructor
Qualification	pilot : instrument pilot : multi engine pilot : cfi pilot : commercial
Experience	flight time last 90 days : 86 flight time total : 1300 flight time type : 94
ASRS Report	606858
Person 2
Affiliation	other
Function	instruction : trainee
Events
Anomaly	aircraft equipment problem : critical excursion : runway maintenance problem : improper maintenance non adherence : far non adherence : published procedure other anomaly
Independent Detector	other flight crewa other flight crewb
Resolutory Action	flight crew : rejected takeoff
Consequence	other
Factors
Maintenance	contributing factor : schedule pressure performance deficiency : non compliance with legal requirements performance deficiency : repair performance deficiency : fault isolation
Supplementary
Problem Areas	Maintenance Human Performance Flight Crew Human Performance Company Aircraft
Primary Problem	Flight Crew Human Performance

Narrative:

I was to conduct a multi-engine training flight with a student. My student had approximately 800 hours of single-engine time and approximately 4 hours of multi-engine time. The previous day, the beechcraft duchess had been written up (squawked) for a problem with the left engine as it would only produce 2200 of 2700 RPM. The aircraft was then signed off as fixed by a qualified mechanic. We proceeded to complete the start, taxi, and run-up checklists, and all indications were normal. We then proceeded to taxi to the active runway and were cleared for takeoff. The student was performing the takeoff, and as he pushed the throttles up to 2000 RPM, I checked all the gauges, he released the brakes and we proceeded down the runway. Very shortly thereafter I noticed that we began to drift to the left. My student quickly panicked and froze on the throttles. After telling him numerous times to abort with no action on his part, I quickly pulled both mixtures to the idle cutoff position. Unfortunately, by this time we were quickly approaching the edge of the runway. Despite heavy braking attempts by both student and instructor, the aircraft proceeded to roll approximately 50-100 ft on the grass. No damage was done to the airfield, and we restarted the engines and taxied back to the ramp. This was a needless accident. The engine apparently was not fixed, and should never had been put back in service. Of note, the aircraft was written up the first time by the director of training at our flying service, and he himself stated that 'the mechanic probably just ran it up on the ground and signed it off.' the student was not to blame, for he should not be expected to perform correctly in this situation. Had the instructor not been properly trained and reacted quickly, this could have been a disaster! Aircraft write-ups must be taken seriously, and maintenance flts must be performed if necessary. Because we do our run-up at 2200 RPM, if the aircraft is only run-up on the ground, it would have been impossible to have known if the problem was resolved.

Original NASA ASRS Text

Title: BE76 INSTRUCTOR PLT AND STUDENT WENT OFF THE SIDE OF THE TKOF RWY, AFTER THE #1 ENG WOULD NOT PRODUCE TKOF THRUST. THE ENG WAS PREVIOUSLY SQUAWKED FOR THE SAME PROB.

Narrative: I WAS TO CONDUCT A MULTI-ENG TRAINING FLT WITH A STUDENT. MY STUDENT HAD APPROX 800 HRS OF SINGLE-ENG TIME AND APPROX 4 HRS OF MULTI-ENG TIME. THE PREVIOUS DAY, THE BEECHCRAFT DUCHESS HAD BEEN WRITTEN UP (SQUAWKED) FOR A PROB WITH THE L ENG AS IT WOULD ONLY PRODUCE 2200 OF 2700 RPM. THE ACFT WAS THEN SIGNED OFF AS FIXED BY A QUALIFIED MECH. WE PROCEEDED TO COMPLETE THE START, TAXI, AND RUN-UP CHKLISTS, AND ALL INDICATIONS WERE NORMAL. WE THEN PROCEEDED TO TAXI TO THE ACTIVE RWY AND WERE CLRED FOR TKOF. THE STUDENT WAS PERFORMING THE TKOF, AND AS HE PUSHED THE THROTTLES UP TO 2000 RPM, I CHKED ALL THE GAUGES, HE RELEASED THE BRAKES AND WE PROCEEDED DOWN THE RWY. VERY SHORTLY THEREAFTER I NOTICED THAT WE BEGAN TO DRIFT TO THE L. MY STUDENT QUICKLY PANICKED AND FROZE ON THE THROTTLES. AFTER TELLING HIM NUMEROUS TIMES TO ABORT WITH NO ACTION ON HIS PART, I QUICKLY PULLED BOTH MIXTURES TO THE IDLE CUTOFF POS. UNFORTUNATELY, BY THIS TIME WE WERE QUICKLY APCHING THE EDGE OF THE RWY. DESPITE HVY BRAKING ATTEMPTS BY BOTH STUDENT AND INSTRUCTOR, THE ACFT PROCEEDED TO ROLL APPROX 50-100 FT ON THE GRASS. NO DAMAGE WAS DONE TO THE AIRFIELD, AND WE RESTARTED THE ENGS AND TAXIED BACK TO THE RAMP. THIS WAS A NEEDLESS ACCIDENT. THE ENG APPARENTLY WAS NOT FIXED, AND SHOULD NEVER HAD BEEN PUT BACK IN SVC. OF NOTE, THE ACFT WAS WRITTEN UP THE FIRST TIME BY THE DIRECTOR OF TRAINING AT OUR FLYING SVC, AND HE HIMSELF STATED THAT 'THE MECH PROBABLY JUST RAN IT UP ON THE GND AND SIGNED IT OFF.' THE STUDENT WAS NOT TO BLAME, FOR HE SHOULD NOT BE EXPECTED TO PERFORM CORRECTLY IN THIS SIT. HAD THE INSTRUCTOR NOT BEEN PROPERLY TRAINED AND REACTED QUICKLY, THIS COULD HAVE BEEN A DISASTER! ACFT WRITE-UPS MUST BE TAKEN SERIOUSLY, AND MAINT FLTS MUST BE PERFORMED IF NECESSARY. BECAUSE WE DO OUR RUN-UP AT 2200 RPM, IF THE ACFT IS ONLY RUN-UP ON THE GND, IT WOULD HAVE BEEN IMPOSSIBLE TO HAVE KNOWN IF THE PROB WAS RESOLVED.

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.

BE76 instructor pilot and student went off the side of the takeoff runway, after the #1 engine would not produce takeoff thrust. The engine was previously squawked for the same problem.