What happened
The captain began the takeoff roll with the engines set to 2700 RPM and a manifold pressure ranging between 52 and 53.5 inches of mercury. Although 12 gallons of water injection fluid were available on board, it was not utilized during the departure. The aircraft's weight at takeoff was recorded at 38,670 pounds.
Shortly after becoming airborne, between 150 and 250 feet above ground level, the left engine experienced a complete loss of power. Consequently, the left propeller automatically feathered. The captain assumed control of the aircraft and attempted to verify that the left engine had indeed feathered. Neither pilot adjusted any other engine controls during this critical phase.
An attempt was made to turn the aircraft back toward the airport. However, the airplane began to lose both airspeed and altitude rapidly. It ultimately crashed landed in a partially wooded area, short of an open field. The aircraft caught fire and continued to burn until emergency responders arrived on the scene.
The investigation
Examination of the wreckage revealed significant mechanical evidence regarding the failure. Although the impeller was destroyed by the post-crash fire, debris from the impeller was found inside the left engine intake. Additional debris was located on top of the number 3 and number 11 pistons within that engine.
Findings
The investigation highlighted several contributing factors related to operational procedures and equipment configuration. The company's stated policy required the use of water injection for takeoff, except in cases of mechanical malfunction or lack of fluid. However, four dissimilar power charts were found inside the aircraft, suggesting potential confusion regarding performance data.
Performance manuals indicated that the aircraft was capable of climbing at 420 feet per minute with 12 degrees of flaps, landing gear up, and dry power (no water injection). The maximum power setting for dry takeoff was 2700 RPM and 56 inches of manifold pressure. For wet takeoff, the settings were 2800 RPM and 59.5 inches of manifold pressure. The failure to use the available water injection and the discrepancy in power charts likely contributed to the insufficient performance needed to maintain flight after the engine failure.
Safety message
Operators must ensure that all crew members are familiar with the specific performance charts for their aircraft and strictly adhere to company policies regarding water injection during takeoff. The presence of multiple, dissimilar reference materials can lead to critical errors in power setting selection.