ANC94IA020

The airplane began to diverge to the right of the runway centerline during the initial takeoff run at a ground speed of between 20 and 30 knots. The pilot-in-command (PIC) glanced at the engine instruments and observed an asymmetry in torque between the plane's two engines. The PIC reported that in his haste to accomplish the abort, he was not able to get the left power lever back to the ground idle position prior to the impact with the northwest arresting barrier pit. The PIC said that he depressed the nose wheel steering button but did not push the button on the engine power lever to engage the nose wheel steering. The reason for the delayed or decreased torque from the no. 2 engine could not be conclusively determined.

On November 30, 1993, at 1858 Alaska standard time, a wheel equipped Fairchild (formerly Swearingen) SA227 Metroliner airplane, N630PA, registered to and operated by Peninsula Airways Inc. dba PENAIR, flight 4028, ran off the south side of runway 11 at the King Salmon Airport, King Salmon, Alaska during an aborted takeoff. The airline transport certificated pilot-in-command and first officer (both captains) and the nine revenue passengers were not injured. The airplane sustained minor damage. The 14 CFR Part 135 scheduled commuter flight originated at King Salmon and the intended destination was Anchorage, Alaska. Visual meteorological conditions prevailed and an instrument flight plan was in effect.

Telephone interviews were conducted with the captain and first officer by the NTSB investigator-in-charge. The captain reported that he aligned the airplane with the runway centerline using the plane's nose wheel steering, then, per the PENAIR airplane checklist, he disconnected the nose wheel steering. The captain said that he called for speeds high (96% to 97%) on both power levers. The first officer said that in order to prevent any adverse yaw during the initial stages of the takeoff run, he adjusted the power levers, advancing the left engine throttle ahead of the right by approximately 1 inch because the left engine was historically slower to respond. The captain said that the power from the right engine stopped advancing, "perhaps" halfway into the throttle run, and the plane began diverging to the right. The captain said that he glanced at the engine instruments and observed, albeit, to an unknown degree, an asymmetry in torque between the No.1 and 2 engines. The plane's ground speed at the time was between 20 and 30 knots. The captain said that he immediately attempted to bring both engine power levers back to their flight idle stops then up and over the gate to the ground idle position. The captain said that in his haste to accomplish the abort, he was not able to get the left power lever back to ground idle before the impact. The captain said that he attempted to keep the airplane on the runway with differential braking but was not successful. The plane's nose landing wheel collided with the northwest arresting barrier pit resulting in extensive damage to the nose gear assembly. Both crewmembers said that during the rejected takeoff (RTO) sequence no verbal communication transpired between them and that at the time of the RTO, the surface condition of the runway, for the most part, was clear and dry.

The director of airport operations for the King Salmon Airport examined the area of the incident shortly after it occurred. The director reported that the airplane did not leave heavy rubber reversion deposits on the surface of the runway.

The results of the toxicological examinations conducted on the flightcrew were negative.