19971107039189A

Lost directional control on takeoff failed actuate nosewheel steering. Feathered engine in panic. Hit signs. Burned. (.19) on November 7, 1997, approximately 1245 pacific standard time, an Aerostar PA-60-700P, N700HS, departed the south side of runway 10L during an attempted takeoff from Portland International Airport, Portland, Oregon. After departing the runway surface, the airplane struck runway lights and airport signage and caught fire. The private pilot-in-command, who owned the aircraft, and one passenger escaped the aircraft uninjured. The aircraft was substantially damaged in the crash and ensuing fire. The 14 CFR 91 business flight was on an instrument flight rules (IFR) flight plan, with a destination of prineville, Oregon. Visual meteorological conditions prevailed at the time of the accident. An FAA inspector who responded to the scene of the accident reported that the pilot stated to him that he began to experience directional control problems during the takeoff roll, and attributed the problem to nosewheel steering. The pilot reported that he attempted to actuate the nosewheel steering (this is accomplished via a glare shield or console-mounted split rocker swi tch, spring-loaded to center, which requires both halves of the switch to be depressed left or right to command nosewheel steering movement), but was unable to regain directional control before departing the runway surface, and the airplane departed the right side of the runway at a speed of about 70 knots. The FAA inspector reported to the NTSB investigator-in-charge (iic) that he observed the right propeller blades on the aircraft wreckage in a feathered position. The inspector stated that the pilot reported to him that he did not feather the right engine. The FAA inspector, who is a certificated airframe and powerplant (A&P) mechanic, reported that he conducted a preliminary examination of the aircraft's right engine on November 14, 1997, and his examination did not reveal any initial evidence of an engine malfunction. The FAA preliminary accident report indicated that the aircraft departed the runway at midfield. According to the U.S. Government airport/facility directory, Portland International runway 10L is an 8,000 by 150 foot grooved asphalt runway. A 1256 Portland weather observation reported the winds from 180 degrees at 5 knots. According to the PA-60-700P pilot's operating handbook (POH), normal takeoffs in the aircraft are made with 20 degrees of flaps, with a takeoff speed of 93 knots indicated airspeed (KIAS). The one engine inoperative air minimum control speed is listed as 85 KIAS. (.4)the pilot reported that during 'the mid stage of the takeoff roll...I experienced one or two asym[m]etrical surges that caused the plane to yaw to the right.' The pilot stated he corrected these with nosewheel steering (the pilot's operating handbook states not to use nosewheel steering during takeoff). The pilot stated, 'as I approached rotation speed, there was a strong yaw to the right....I believed...the nosewheel [had deflected]...full right....I then pulled back on the yoke to pull the nosewheel off....I became airborne...I heard the stall warning. The plane then veered sharply to the right, going off the runway....' Post-accident examinations of the aircraft's right engine and propeller revealed no evidence of pre-impact engine or propeller mechanical malfunctions. Directional control on the ground is available in the accident aircraft via differential braking, differential power, and rudder, if nosewheel steering is not available. While the pi lot reported he had recently flown the accident aircraft with another pilot(not an instructor) to 'review aircraft systems and check my pilot competencies', his last documented flight review was 6 years before the accident.