Takeoff and Engine Failure
The copilot initiated the takeoff using 2,700 rpm and 52 to 53.5 inches of manifold pressure. Water injection was not activated despite 12 gallons of fluid being available. At an altitude between 150 and 250 feet above ground level, the left engine lost power and its propeller automatically feathered. The captain assumed control and verified that the left propeller had feathered. Neither pilot adjusted any other engine controls.
Emergency Return
A turn was initiated to return to the departure airport. However, the aircraft began losing speed and altitude. Subsequently, it crash landed in a partly wooded area short of an open field. A fire ensued and burned until firefighting personnel arrived.
Post-Crash and Findings
Both pilots sustained serious injuries. The impeller was destroyed by fire, but debris from the impeller was found in the left engine intake and on top of its number 3 and number 11 pistons. The company's stated policy required use of water injection (wet takeoff) unless precluded by mechanical malfunction or lack of fluid. However, four dissimilar power charts were found in the aircraft. The takeoff weight was 38,670 pounds. The performance manual indicated the aircraft could achieve a 420 feet per minute climb with 12° of flaps, one propeller feathered, landing gear up, and dry power (no water injection). Maximum power settings were 2,700 rpm and 56 inches of manifold pressure for dry takeoff, and 2,800 rpm and 59.5 inches for wet takeoff.
Official findings identified three occurrences. First, a partial loss of engine power due to mechanical failure of the impeller assembly, with the propeller feathering performed. Second, during the forced landing, improper use of throttle/power control by the pilot-in-command and unclear information from company/operator management. Third, the in-flight collision with terrain involved trees and rough/uneven terrain.