Narrative:

The flight was a formation training flight of 4 with 3 other beechcraft aircraft. The purpose of the flight was to practice basic 4 ship maneuvers. When we returned to the airport we performed a left overhead break for runway 18. We then flew a low pass down 18 with the intention of rejoining to 2 ship formations on the downwind for 2 ship landings on runway 18. I was flying down 18 with the gear down at 100 KTS at 100 ft. I then raised the landing gear and added power to return to pattern altitude for the pattern back around for landing on [runway] 18. When I added the power; the engine sputtered then died. This left me in a position with few options; 2/3 or the runway was behind and so the only available landing location was in the overrun area just south of the runway. I concentrated on maintaining airspeed; cleared the runway end lights; flared over the grassy field; and then landed it on the belly in the field. The landing was actually fairly smooth and the plane came to rest about 400 ft beyond the end of runway 18. The plane has damage to the propeller; the belly skins and the right horizontal stabilizer where the boarding step broke of and hit the leading edge. I was the only occupant and was completely unhurt. The question now is; 'why did the engine quit.' the short answer at this point is that I don't know. I had carefully kept track of the fuel used out of the right tank; the tank I was using during the flight; and determined that I took off with 24.3 gallons. The flight lasted 1.2 hours; and I don't see how I could have used that much gas in only 1.2 hours. I normally use about 15-16 gallons per hour when flying in formation which should have left 8 or 9 gallons in the right main at the time the engine quit. The FAA asked that I not add fuel until they had the opportunity to look at the plan; so I don't at this point know how much it will take to fill the tank. I don't see how it's possible that tank could be dry. At this point I have not been back to the plane with a mechanic to determine what might be the problem with the engine. Since I don't yet know what caused the engine failure; all I can speak to is my actions as PIC during the forced landing. When the engine quit I brought my attention inside the cockpit to try and figure out what had happened and run through the emergency procedures. After only a few seconds I looked at the airspeed indicator and realized that I had already dropped to 80 KTS. I made the decision right then to concentrate on landing that aircraft and not letting it stall. This was the right decision as I was only at 100 ft AGL and any additional time spent troubleshooting could have easily led to a stall and a much worse outcome. I estimate that the time from the first sign of trouble until it was all over was only 15 - 20 seconds. It definitely was not easy to get through the surprise and denial quickly and concentrate on flying the airplane and keeping it under control. The shock and the 'this can't be happening' thoughts were enormous. I'm pleased that my training and mental preparation kicked in and I was able to transition from 'normal flight' mindset to 'emergency landing' mindset and get the plane on the ground with no injuries and minimal damage. I'm very fortunate that there was a suitable field off the end of the runway. If there had been trees; a road; a river or ravine it would have been much more serious as I had no altitude and therefore no time to find a different landing site. I might have been able to turn a few degrees but for all practical purposes; I was going to have to accept the terrain right off the end of the runway. Should I have put the gear down? In hind site I think I did the right thing by leaving it up. The gear cycle time on the 12 volt bonanza is about 9 - 10 seconds. If I had put the gear down; it's entirely possible that I might have touched down with the gear still in transition. That would've made the landing more dangerous than a simple slide on the belly and would have caused extensive damage to the gear. If the gear had gotten all the way down; the field was soft so the wheels would probably have dug in and increased the danger and damage as well.

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Original NASA ASRS Text

Title: BE33 pilot experiences an engine failure during a low approach at 100 KTS and 100 FT with most of the runway behind him. A gear up deadstick landing is executed of the end of the runway with minimal damage and no injuries.

Narrative: The flight was a formation training flight of 4 with 3 other Beechcraft aircraft. The purpose of the flight was to practice basic 4 ship maneuvers. When we returned to the airport we performed a left overhead break for Runway 18. We then flew a low pass down 18 with the intention of rejoining to 2 ship formations on the downwind for 2 ship landings on Runway 18. I was flying down 18 with the gear down at 100 KTS at 100 FT. I then raised the landing gear and added power to return to pattern altitude for the pattern back around for landing on [Runway] 18. When I added the power; the engine sputtered then died. This left me in a position with few options; 2/3 or the runway was behind and so the only available landing location was in the overrun area just south of the runway. I concentrated on maintaining airspeed; cleared the runway end lights; flared over the grassy field; and then landed it on the belly in the field. The landing was actually fairly smooth and the plane came to rest about 400 FT beyond the end of Runway 18. The plane has damage to the propeller; the belly skins and the right horizontal stabilizer where the boarding step broke of and hit the leading edge. I was the only occupant and was completely unhurt. The question now is; 'why did the engine quit.' The short answer at this point is that I don't know. I had carefully kept track of the fuel used out of the right tank; the tank I was using during the flight; and determined that I took off with 24.3 gallons. The flight lasted 1.2 hours; and I don't see how I could have used that much gas in only 1.2 hours. I normally use about 15-16 gallons per hour when flying in formation which should have left 8 or 9 gallons in the right main at the time the engine quit. The FAA asked that I not add fuel until they had the opportunity to look at the plan; so I don't at this point know how much it will take to fill the tank. I don't see how it's possible that tank could be dry. At this point I have not been back to the plane with a mechanic to determine what might be the problem with the engine. Since I don't yet know what caused the engine failure; all I can speak to is my actions as PIC during the forced landing. When the engine quit I brought my attention inside the cockpit to try and figure out what had happened and run through the emergency procedures. After only a few seconds I looked at the airspeed indicator and realized that I had already dropped to 80 KTS. I made the decision right then to concentrate on landing that aircraft and not letting it stall. This was the right decision as I was only at 100 FT AGL and any additional time spent troubleshooting could have easily led to a stall and a much worse outcome. I estimate that the time from the first sign of trouble until it was all over was only 15 - 20 seconds. It definitely was not easy to get through the surprise and denial quickly and concentrate on flying the airplane and keeping it under control. The shock and the 'this can't be happening' thoughts were enormous. I'm pleased that my training and mental preparation kicked in and I was able to transition from 'normal flight' mindset to 'emergency landing' mindset and get the plane on the ground with no injuries and minimal damage. I'm very fortunate that there was a suitable field off the end of the runway. If there had been trees; a road; a river or ravine it would have been much more serious as I had no altitude and therefore no time to find a different landing site. I might have been able to turn a few degrees but for all practical purposes; I was going to have to accept the terrain right off the end of the runway. Should I have put the gear down? In hind site I think I did the right thing by leaving it up. The gear cycle time on the 12 volt Bonanza is about 9 - 10 seconds. If I had put the gear down; it's entirely possible that I might have touched down with the gear still in transition. That would've made the landing more dangerous than a simple slide on the belly and would have caused extensive damage to the gear. If the gear had gotten all the way down; the field was soft so the wheels would probably have dug in and increased the danger and damage as well.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.