Narrative:

After a normal takeoff from ZZZ; and immediately following gear retraction; we heard a sudden loud sound; like a bang; from the front of the aircraft. We could not find any problems; engines were producing full power; all indications were normal; the aircraft was not exhibiting any abnormal indications of any sort. We continued on to our destination; ZZZ; without anymore problems. Upon extending the gear; before entering the pattern; we noticed that we did not have a nose gear green light. We went through the troubleshooting procedure; and then made a low pass over runway xx. We had some friends on the ground check our gear as we flew over. They confirmed that the nose gear was not fully down and locked. We did not retract the gear; but flew back to ZZZ with the gear down and planned a nose gear up landing. I called ZZZ ATCT about 10 miles out and explained our situation. I did not declare an emergency. We discussed which runway we might use; and decided to use runway yy. The tower offered us a low pass on runway xx to check our gear. We accepted their offer; and I made a low pass over runway xx. The tower confirmed that our nose gear was not fully extended. We did not attempt alternate gear extension; because the alternate gear extension will not extend only 1 gear. With the mains down and locked; it will not extend the nose gear. I climbed back up to pattern altitude; and I entered a right downwind for runway yy. We reviewed the abnormal checklist for a nose gear up landing. I planned a soft-field type approach and landing; which I have performed many times previously. I would be making this landing. I extended my downwind far enough to allow for a longer than normal; stabilized final approach. We approached with flaps 20 degrees and airspeed at just above blue line; per the checklist. We planned to shut down both engines; just before landing. As we crossed the threshold and just before flaring; we secured both engines. I touched down and held back pressure and smoothly increased back pressure; holding off the nose; until the nose finally dropped to the pavement. We then skidded several hundred ft to a stop. Once stopped; and seeing that we were both ok; we confirmed that switches were off; and exited the aircraft. The crash fire rescue trucks were approaching us; but there was no fire nor sign of fire -- we both emerged safely; without a scrape; and had attempted to minimize damage to the aircraft. The nose was only 3 1/2 ft off the centerline.

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Original NASA ASRS Text

Title: A C310 pilot experienced a nose gear unsafe warning and elected to return to his departure airport for the partial gear landing. Checklist procedures were followed with minimal damage to the aircraft.

Narrative: After a normal takeoff from ZZZ; and immediately following gear retraction; we heard a sudden loud sound; like a bang; from the front of the aircraft. We could not find any problems; engines were producing full power; all indications were normal; the aircraft was not exhibiting any abnormal indications of any sort. We continued on to our destination; ZZZ; without anymore problems. Upon extending the gear; before entering the pattern; we noticed that we did not have a nose gear green light. We went through the troubleshooting procedure; and then made a low pass over Runway XX. We had some friends on the ground check our gear as we flew over. They confirmed that the nose gear was not fully down and locked. We did not retract the gear; but flew back to ZZZ with the gear down and planned a nose gear up landing. I called ZZZ ATCT about 10 miles out and explained our situation. I did not declare an emergency. We discussed which runway we might use; and decided to use Runway YY. The Tower offered us a low pass on Runway XX to check our gear. We accepted their offer; and I made a low pass over Runway XX. The Tower confirmed that our nose gear was not fully extended. We did not attempt alternate gear extension; because the alternate gear extension will not extend only 1 gear. With the mains down and locked; it will not extend the nose gear. I climbed back up to pattern altitude; and I entered a right downwind for Runway YY. We reviewed the abnormal checklist for a nose gear up landing. I planned a soft-field type approach and landing; which I have performed many times previously. I would be making this landing. I extended my downwind far enough to allow for a longer than normal; stabilized final approach. We approached with flaps 20 degrees and airspeed at just above Blue Line; per the checklist. We planned to shut down both engines; just before landing. As we crossed the threshold and just before flaring; we secured both engines. I touched down and held back pressure and smoothly increased back pressure; holding off the nose; until the nose finally dropped to the pavement. We then skidded several hundred FT to a stop. Once stopped; and seeing that we were both ok; we confirmed that switches were off; and exited the aircraft. The Crash Fire Rescue trucks were approaching us; but there was no fire nor sign of fire -- we both emerged safely; without a scrape; and had attempted to minimize damage to the aircraft. The nose was only 3 1/2 FT off the centerline.

Data retrieved from NASA's ASRS site as of April 2012 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.