Narrative:

This report is in reference to an aircraft incident that occurred on jul/tue/98, at approximately XX50Z during departure from ads in dallas, tx. Ads is in class D airspace with an operating control tower. The incident occurred in visual meteorological conditions during daylight hours within the departure segment of a local instrument training flight. No flight plan was filed. The aircraft involved was a beechcraft baron 55A and was operated by a commercial/instrument pilot asel and amel/CFI, seated in the right seat who was training for his instrument and multi-engine instructor ratings. I am a commercial/instrument pilot asel and amel/cfiiame in the left seat. Student had approximately 700 hours total time, and I had approximately 1200 hours total time. Additionally, there was a non-pilot observer/passenger in the back seat. Upon completion of the preflight briefing and inspection, all three of us entered the airplane and the student began running the before starting engines checklist. During that time, the checklist requires that the gear handle be manually verified in the down position. I observed him check to be sure that the landing gear handle was in the down position. We started the engines and the taxi progressed normally. The student completed the before takeoff checklist in the run-up area. We obtained a takeoff clearance from the tower. This aircraft had no brakes on the right side, so I taxied the airplane into position on the runway and stopped. I turned control of the airplane over to student who initiated a normal takeoff roll. The engines were developing full power, all instruments indicated normal engine operation, and the airspeed indicator showed a normal increase as we accelerated. As our airspeed approached 100 mph, and just prior to student initiating the rotation of the nosewheel, the nose pitched down. I heard a loud grinding noise, and we bounced into the air. During the bounce, the right engine was stopped, but the left engine continued to run. I took control of the airplane, lowered the nose, retarded the throttles, regained directional control, and landed the airplane on the runway. When we touched down, the airplane came to rest on its belly. We slid to the left side of the runway where the airplane stopped. After a quick check of the crew, I informed the tower that we were not injured and they advised the (airport rescue and fire fighting) equipment was en route. Some light smoke was entering the cabin from the left front corner. I completed the gear up landing and electrical fire or smoke checklists, and exited the airplane. FAA investigators determined that the landing gear switch was in the up position at the conclusion of the incident.

Google
 

Original NASA ASRS Text

Title: INSTRUCTOR TRAINEE FOR ADDITIONAL INSTRUCTOR INST AND MULTI-ENG RATINGS, TOOK OFF WITH THE LNDG GEAR SWITCH IN THE UP POS, RESULTING IN NOSE GEAR RETRACTION DURING ROTATION, WHICH CAUSED THE ACFT TO BOUNCE INTO THE AIR. THEN, THE MAIN GEAR RETRACTED UPON LIFT-OFF. THE PIC INSTRUCTOR TOOK CTL OF THE ACFT. THE R ENG STOPPED DURING THE BOUNCE INTO THE AIR. THE ACFT PANCAKED ONTO THE RWY, SKIDDED TO THE L SIDE, AND CAME TO A STOP.

Narrative: THIS RPT IS IN REF TO AN ACFT INCIDENT THAT OCCURRED ON JUL/TUE/98, AT APPROX XX50Z DURING DEP FROM ADS IN DALLAS, TX. ADS IS IN CLASS D AIRSPACE WITH AN OPERATING CTL TWR. THE INCIDENT OCCURRED IN VISUAL METEOROLOGICAL CONDITIONS DURING DAYLIGHT HRS WITHIN THE DEP SEGMENT OF A LCL INST TRAINING FLT. NO FLT PLAN WAS FILED. THE ACFT INVOLVED WAS A BEECHCRAFT BARON 55A AND WAS OPERATED BY A COMMERCIAL/INST PLT ASEL AND AMEL/CFI, SEATED IN THE R SEAT WHO WAS TRAINING FOR HIS INST AND MULTI-ENG INSTRUCTOR RATINGS. I AM A COMMERCIAL/INST PLT ASEL AND AMEL/CFIIAME IN THE L SEAT. STUDENT HAD APPROX 700 HRS TOTAL TIME, AND I HAD APPROX 1200 HRS TOTAL TIME. ADDITIONALLY, THERE WAS A NON-PLT OBSERVER/PAX IN THE BACK SEAT. UPON COMPLETION OF THE PREFLT BRIEFING AND INSPECTION, ALL THREE OF US ENTERED THE AIRPLANE AND THE STUDENT BEGAN RUNNING THE BEFORE STARTING ENGS CHKLIST. DURING THAT TIME, THE CHKLIST REQUIRES THAT THE GEAR HANDLE BE MANUALLY VERIFIED IN THE DOWN POS. I OBSERVED HIM CHK TO BE SURE THAT THE LNDG GEAR HANDLE WAS IN THE DOWN POS. WE STARTED THE ENGS AND THE TAXI PROGRESSED NORMALLY. THE STUDENT COMPLETED THE BEFORE TKOF CHKLIST IN THE RUN-UP AREA. WE OBTAINED A TKOF CLRNC FROM THE TWR. THIS ACFT HAD NO BRAKES ON THE R SIDE, SO I TAXIED THE AIRPLANE INTO POS ON THE RWY AND STOPPED. I TURNED CTL OF THE AIRPLANE OVER TO STUDENT WHO INITIATED A NORMAL TKOF ROLL. THE ENGS WERE DEVELOPING FULL PWR, ALL INSTS INDICATED NORMAL ENG OP, AND THE AIRSPD INDICATOR SHOWED A NORMAL INCREASE AS WE ACCELERATED. AS OUR AIRSPD APCHED 100 MPH, AND JUST PRIOR TO STUDENT INITIATING THE ROTATION OF THE NOSEWHEEL, THE NOSE PITCHED DOWN. I HEARD A LOUD GRINDING NOISE, AND WE BOUNCED INTO THE AIR. DURING THE BOUNCE, THE R ENG WAS STOPPED, BUT THE L ENG CONTINUED TO RUN. I TOOK CTL OF THE AIRPLANE, LOWERED THE NOSE, RETARDED THE THROTTLES, REGAINED DIRECTIONAL CTL, AND LANDED THE AIRPLANE ON THE RWY. WHEN WE TOUCHED DOWN, THE AIRPLANE CAME TO REST ON ITS BELLY. WE SLID TO THE L SIDE OF THE RWY WHERE THE AIRPLANE STOPPED. AFTER A QUICK CHK OF THE CREW, I INFORMED THE TWR THAT WE WERE NOT INJURED AND THEY ADVISED THE (ARPT RESCUE AND FIRE FIGHTING) EQUIP WAS ENRTE. SOME LIGHT SMOKE WAS ENTERING THE CABIN FROM THE L FRONT CORNER. I COMPLETED THE GEAR UP LNDG AND ELECTRICAL FIRE OR SMOKE CHKLISTS, AND EXITED THE AIRPLANE. FAA INVESTIGATORS DETERMINED THAT THE LNDG GEAR SWITCH WAS IN THE UP POS AT THE CONCLUSION OF THE INCIDENT.

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.