Narrative:

On 2/wed/91 I was the captain of a vintage medium large transport aircraft operated by a part 129 operator based in miami, fl. I taxied the aircraft to runway 9L. We completed a runup and takeoff checklist. As we started to roll the engineer advised we only had 2500 RPM on #1 engine, so I elected to abort and taxi the aircraft to maintenance. The problem was fixed and we were cleared to taxi to runway 9R at miami. We were cleared for takeoff and found #1 cowl flap was not closed to takeoff position, so we taxied clear of the runway and back to maintenance. The copilot and myself remained in the aircraft, the engineer monitored the maintenance. Again we taxied out for takeoff from runway 9R. At the time for gear up, we lost all generators, this being an all electric aircraft, put us in a gear down flaps at takeoff position at close to maximum gross weight. Our clearance after takeoff was to turn to a heading of 075 degree, we had a loss of communication for about 1-3 mins with the control tower. Due to the emergency and confign of the aircraft, I elected to remain within airport boundary and return for immediate landing on runway 9R. We were able to restore communications with the tower and return west/O any problem. My decision was based on the fact the WX was clear, airplane, if it lost an engine, would be in serious trouble in this confign. As for crew coordination, it was excellent. I did the flying, first officer did the communications, second officer took care of the emergency. The aircraft landed west/O incident. Maintenance advised they had left the gear pins in, we as a crew are not sure this is a fact. We had 3 pins in the cockpit before starting takeoff.

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Original NASA ASRS Text

Title: ACR MLG FRT ACFT WAS UNABLE TO RETRACT GEAR AND LOST ALL GENERATORS RIGHT AFTER TKOF. GEAR PINS WERE STILL IN AND THE FLT CREW ELECTED TO RETURN LAND.

Narrative: ON 2/WED/91 I WAS THE CAPT OF A VINTAGE MLG ACFT OPERATED BY A PART 129 OPERATOR BASED IN MIAMI, FL. I TAXIED THE ACFT TO RWY 9L. WE COMPLETED A RUNUP AND TKOF CHKLIST. AS WE STARTED TO ROLL THE ENGINEER ADVISED WE ONLY HAD 2500 RPM ON #1 ENG, SO I ELECTED TO ABORT AND TAXI THE ACFT TO MAINT. THE PROB WAS FIXED AND WE WERE CLRED TO TAXI TO RWY 9R AT MIAMI. WE WERE CLRED FOR TKOF AND FOUND #1 COWL FLAP WAS NOT CLOSED TO TKOF POS, SO WE TAXIED CLR OF THE RWY AND BACK TO MAINT. THE COPLT AND MYSELF REMAINED IN THE ACFT, THE ENGINEER MONITORED THE MAINT. AGAIN WE TAXIED OUT FOR TKOF FROM RWY 9R. AT THE TIME FOR GEAR UP, WE LOST ALL GENERATORS, THIS BEING AN ALL ELECTRIC ACFT, PUT US IN A GEAR DOWN FLAPS AT TKOF POS AT CLOSE TO MAX GROSS WT. OUR CLRNC AFTER TKOF WAS TO TURN TO A HDG OF 075 DEG, WE HAD A LOSS OF COM FOR ABOUT 1-3 MINS WITH THE CTL TWR. DUE TO THE EMER AND CONFIGN OF THE ACFT, I ELECTED TO REMAIN WITHIN ARPT BOUNDARY AND RETURN FOR IMMEDIATE LNDG ON RWY 9R. WE WERE ABLE TO RESTORE COMS WITH THE TWR AND RETURN W/O ANY PROB. MY DECISION WAS BASED ON THE FACT THE WX WAS CLR, AIRPLANE, IF IT LOST AN ENG, WOULD BE IN SERIOUS TROUBLE IN THIS CONFIGN. AS FOR CREW COORD, IT WAS EXCELLENT. I DID THE FLYING, F/O DID THE COMS, S/O TOOK CARE OF THE EMER. THE ACFT LANDED W/O INCIDENT. MAINT ADVISED THEY HAD L THE GEAR PINS IN, WE AS A CREW ARE NOT SURE THIS IS A FACT. WE HAD 3 PINS IN THE COCKPIT BEFORE STARTING TKOF.

Data retrieved from NASA's ASRS site as of July 2007 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.