19981218041769A

(.19) On December 18, 1998, about 1510 Alaska standard time, a Casa C-212 airplane, N502FS, operated by f.s. air service, inc., of anchorage, Alaska, sustained substantial damage during takeoff from the nixon fork Mine airstrip, located about 30 miles northeast of Mcgrath, Alaska. The airplane was being operated as an instrument flight rules (IFR) on-demand passenger flight under title 14, CFR part 135, when the accident occurred. The two certificated airline transport pilots, and the 18 passengers aboard were not injured. Visual meteorological conditions prevailed, and an IFR flight plan was filed for the return trip to the anchorage international airport. The outbound flight departed the anchorage international airport, about 1345. During a telephone conversation with the national transportation safety board (NTSB) investigator-in-charge on December 22, the captain of the accident airplane reported that the airplane was being utilized for a crew change for the mining company that owns, and maintains, the airstrip. He stated that it had been previously agreed upon that the return trip to anchorage was to be flown by the first officer. The captain stated that the airplane was taxied to the south end of the airstrip in preparation for a north departure. The captain said that after he completed the before takeoff checklist, he applied the brakes, and held them while the first officer applied full takeoff power. He said, in part: "upon releasing the brake, the aircraft accelerated to about 45 knots, and suddenly started pulling to the right. The first officer and I both pulled the power levers to flight idle, and I took over and applied heavy braking. I tried to keep the nose straight, but the aircraft kept pulling to the right." He said that the airplane continued off the right side of the 4,400 feet long by 69 feet wide runway, down an embankment, and into an area of large boulders. The airplane sustained substantial damage to the fuselage, and right wing. The captain stated that weather conditions at the time of the accident consisted of: ceiling, 8000 feet thin overcast; visibility, 30 miles; wind 040 degrees at 10 knots, with gusts to 12 knots. The captain characterized the runway surface conditions at the time of the accident as "braking action fair, with a thin covering of snow mixed with gravel." (.4) the captain reported that the takeoff was to be flown by the first officer. He said that after he completed the before takeoff checklist, he applied the brakes, and held them while the first officer applied full takeoff power. The captain reported that upon releasing the brakes, the aircraft accelerated to about 45 knots, and suddenly started pulling to the right. He added that both pilots pulled the power levers to the flight idle position as he took control of the airplane. He then applied full reverse thrust and heavy braking while trying to keep the nose straight, but the airplane kept pulling to the right. The captain added that in his opinion, the left engine continued to produce thrust after he placed the engine control levers into the full reverse position. The airplane continued off the right side of the 4,400 feet long by 75 feet wide runway, down an embankment, and into an area of large boulders. The airplane sustained substantial damage to the fuselage, and right wing. Wind conditions about 32 minutes before the accident were reported to be from the east, at 20 knots. The engine functioned within acceptable parameters when installed in a test cell. The cockpit voice recorder revealed that the crew planned for the use of differential power in order 'to keep it on the runway.'