CORP ACFT HAS PWR SURGE ON LIST OFF. ABORTS TKOF; RWY EXCURSION.

Narrative

THE AIRPLANE WAS IN AN UNHEATED HANGAR OVERNIGHT WITH A TEMP OF APPROX -10 DEGS F. AT THE TIME OF DEP THAT DAY; IT WAS -5 DEGS F. WE TAXIED TO RWY 28 AND WAITED FOR THE OIL TEMP TO REACH THE BOTTOM OF THE GREEN ARC; THEN BEGAN TKOF ROLL. AS THE PWR WAS INCREASED; THE L ENG BEGAN TO SURGE. PWR WAS FLUCTUATING BTWN 900 LB TORQUE AND 1700 LB TORQUE (APPROX). SEVERAL ATTEMPTS WERE MADE TO STEADY THE PWR BY MOVING THE L HAND PWR LEVER. BY THIS TIME THE AIRPLANE WAS ROUGHLY 20-30 FT IN THE AIR AND THE DECISION WAS MADE TO ABORT THE TKOF. THE PWR WAS REDUCED TO FLT IDLE AND SET BACK DOWN ON THE RWY. MAX REVERSE PITCH WITH PROPS AND BRAKING WAS APPLIED. WE DID NOT HAVE SUFFICIENT RWY TO STOP AND WENT THROUGH A SNOW BANK AND INTO A FIELD. POSSIBLE CAUSES OF THE PROB COULD BE THAT THE AIRPLANE WAS EXTREMELY COLD AND COMPONENTS SUCH AS THE FUEL COMPUTER AND FUEL CTL UNIT DID NOT HAVE SUFFICIENT TIME TO WARM UP. THIS COULD HAVE BEEN AVOIDED BY GETTING A GOOD PRE-HEAT ON THE ENGS OR RUNNING UP THE AIRPLANE LONG ENOUGH TO LET EVERYTHING WARM UP TO MORE NORMAL OPERATING TEMPS. DOING BOTH PRE-HEAT AND EXTENDED RUNUP WOULD HAVE BEEN BEST. AFTER THE TKOF WAS INITIATED; SEVERAL THINGS CAUSED THE AIRPLANE TO GO OFF THE RWY. ONCE THE PROB AROSE OF THE PWR SURGE ON THE L HAND ENG AND THE CORRECTIVE ACTION WAS NOT WORKING; THE TKOF SHOULD HAVE BEEN ABORTED. ONCE THE AIRPLANE WAS AIRBORNE; THE TKOF SHOULD HAVE BEEN CONTINUED AND ACTION TAKEN TO EITHER SECURE THE L HAND ENG OR OPERATE AT A REDUCED PWR SETTING; WHERE IT WOULD BE STEADY (900 LB). SWITCHING OFF THE L HAND COMPUTER MAY HAVE CORRECTED THE PROB. THE INCIDENT RESULTED IN A PROP STRIKE WITH EXTENSIVE DAMAGE TO BOTH PROPS AND ENGS. NO AIRFRAME DAMAGE AND NOBODY INJURED.