Narrative:

Cleared to take off right behind MD80. ATIS information reported winds at 350 degrees at 9 KTS, sky clear, temperature 14 degrees, dewpoint 2 degrees, altimeter 30.06. Asked for and received permission to 'offset left.' after positive rate, gear up, I experienced roll and buffeting to left. Use of full control input to roll right. The main cabin door also opened. I was at or below 100 ft AGL. I pulled the throttles back to idle to regain aircraft control and immediately flared and contacted ground, the gear still in wells (never had time to lower). Incorrectly chose to offset left -- probably did not move that far off the centerline. Did not have time to initiate a landing flow checklist turbulence bumps. Precious time used evaluating if I had enough runway remaining to land. Once decision made stick to it. Positive rate (on 2 instruments) gear up -- before multi-training I always waited until 'no more usable runway remained' before retracting gear. I have reverted back to this rule. Wait 2-3 mins after departure of moderate size jet before takeoff. I was able to lift off before rotation point of MD80 and offset only slightly, left. Overall the biggest factor I can evaluate is 'gear up -- no runway remaining.' if one engine fails then I just cut power and land, while the gear is down. If one engine fails and I have the gear up, then I use engine outflow. Maybe the decision to abort had to do with my last experience with a door open in-flight where the plane was yawing, had poor climb performance and made a return to the airport difficult in that I had to shoot an ILS with widely fluctuating airspeed, vsi and altimeter readings secondary to a static source only functioning on alternate (cabin) air.

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Original NASA ASRS Text

Title: A BE58 PLT TAKING OFF BEHIND A DEPARTING JET LOST CTL, LNDG STRAIGHT AHEAD, GEAR UP.

Narrative: CLRED TO TAKE OFF RIGHT BEHIND MD80. ATIS INFO RPTED WINDS AT 350 DEGS AT 9 KTS, SKY CLR, TEMP 14 DEGS, DEWPOINT 2 DEGS, ALTIMETER 30.06. ASKED FOR AND RECEIVED PERMISSION TO 'OFFSET L.' AFTER POSITIVE RATE, GEAR UP, I EXPERIENCED ROLL AND BUFFETING TO L. USE OF FULL CTL INPUT TO ROLL R. THE MAIN CABIN DOOR ALSO OPENED. I WAS AT OR BELOW 100 FT AGL. I PULLED THE THROTTLES BACK TO IDLE TO REGAIN ACFT CTL AND IMMEDIATELY FLARED AND CONTACTED GND, THE GEAR STILL IN WELLS (NEVER HAD TIME TO LOWER). INCORRECTLY CHOSE TO OFFSET L -- PROBABLY DID NOT MOVE THAT FAR OFF THE CTRLINE. DID NOT HAVE TIME TO INITIATE A LNDG FLOW CHKLIST TURBULENCE BUMPS. PRECIOUS TIME USED EVALUATING IF I HAD ENOUGH RWY REMAINING TO LAND. ONCE DECISION MADE STICK TO IT. POSITIVE RATE (ON 2 INSTS) GEAR UP -- BEFORE MULTI-TRAINING I ALWAYS WAITED UNTIL 'NO MORE USABLE RWY REMAINED' BEFORE RETRACTING GEAR. I HAVE REVERTED BACK TO THIS RULE. WAIT 2-3 MINS AFTER DEP OF MODERATE SIZE JET BEFORE TKOF. I WAS ABLE TO LIFT OFF BEFORE ROTATION POINT OF MD80 AND OFFSET ONLY SLIGHTLY, L. OVERALL THE BIGGEST FACTOR I CAN EVALUATE IS 'GEAR UP -- NO RWY REMAINING.' IF ONE ENG FAILS THEN I JUST CUT PWR AND LAND, WHILE THE GEAR IS DOWN. IF ONE ENG FAILS AND I HAVE THE GEAR UP, THEN I USE ENG OUTFLOW. MAYBE THE DECISION TO ABORT HAD TO DO WITH MY LAST EXPERIENCE WITH A DOOR OPEN INFLT WHERE THE PLANE WAS YAWING, HAD POOR CLB PERFORMANCE AND MADE A RETURN TO THE ARPT DIFFICULT IN THAT I HAD TO SHOOT AN ILS WITH WIDELY FLUCTUATING AIRSPD, VSI AND ALTIMETER READINGS SECONDARY TO A STATIC SOURCE ONLY FUNCTIONING ON ALTERNATE (CABIN) AIR.

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.