Narrative:

I recently joined a flying club that owns three bonanzas. As I had zero time in bonanzas; club rules required I fly 25 hours with a CFI before sign off. I began flying a BE33 debonair a couple weeks ago and at the time of the incident had logged about 7 hours in type. I was receiving dual flight instruction from a CFI designated by the club to give instruction in the bonanzas. We departed about XA30 local time and remained in the pattern to practice crosswind approaches and landings. We did about 10 over the course of an hour; all touch and go's. We were using runway 34 and the wind was about 10 KTS and gusting from the northeast; so it was pretty much perpendicular to the runway. VFR conditions prevailed. On our last approach; I dropped gear per usual after turning downwind after departure. I confirmed we had a green light. (This aircraft was a single gear light.) CFI instructed me to maintain tpa until over the numbers on the approach end of runway 34; which is 6500 ft. I advised that I was not comfortable with this maneuver and exchanged flight controls with him; saying 'you have the flight controls;' which he acknowledged. He maintained the aircraft at pattern altitude (1500 ft MSL) until we crossed the numbers whereupon he entered a steep descent and landed approximately midfield on runway 34. During the descent he asked me to call his airspeed; which remained below 100 mph. The landing was otherwise unremarkable. Instructor landed on the mains and when the nose dropped the propeller impacted the runway. The aircraft came to rest fairly gently. I radioed mayday and called for the equipment. I shut off the fuel and the master and we exited the aircraft on the runway without incident. Before stepping out; instructor asked that I note the gear light was still illuminated. I was receiving dual instruction at the time of the incident. I do not have a high-performance endorsement and was not permitted to operate the aircraft solo under club or FAA rules. I was not manipulating the controls at the time of the incident. For these reasons I do not think I could be considered pilot in command.

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Original NASA ASRS Text

Title: A BE33 nose gear collapsed on landing. The single green light indicating all three gear's position remained green.

Narrative: I recently joined a flying club that owns three Bonanzas. As I had zero time in Bonanzas; club rules required I fly 25 hours with a CFI before sign off. I began flying a BE33 Debonair a couple weeks ago and at the time of the incident had logged about 7 hours in type. I was receiving dual flight instruction from a CFI designated by the club to give instruction in the Bonanzas. We departed about XA30 local time and remained in the pattern to practice crosswind approaches and landings. We did about 10 over the course of an hour; all touch and go's. We were using Runway 34 and the wind was about 10 KTS and gusting from the Northeast; so it was pretty much perpendicular to the runway. VFR conditions prevailed. On our last approach; I dropped gear per usual after turning downwind after departure. I confirmed we had a green light. (This aircraft was a single gear light.) CFI instructed me to maintain TPA until over the numbers on the approach end of Runway 34; which is 6500 FT. I advised that I was not comfortable with this maneuver and exchanged flight controls with him; saying 'you have the flight controls;' which he acknowledged. He maintained the aircraft at pattern altitude (1500 FT MSL) until we crossed the numbers whereupon he entered a steep descent and landed approximately midfield on Runway 34. During the descent he asked me to call his airspeed; which remained below 100 MPH. The landing was otherwise unremarkable. Instructor landed on the mains and when the nose dropped the propeller impacted the runway. The aircraft came to rest fairly gently. I radioed mayday and called for the equipment. I shut off the fuel and the master and we exited the aircraft on the runway without incident. Before stepping out; instructor asked that I note the gear light was still illuminated. I was receiving dual instruction at the time of the incident. I do not have a high-performance endorsement and was not permitted to operate the aircraft solo under club or FAA rules. I was not manipulating the controls at the time of the incident. For these reasons I do not think I could be considered pilot in command.

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.