The single-engine rated pilot reported that, during a multi-engine check ride in an airplane with a retractable landing gear, the fight examiner requested he conduct several touch-and-go landings at the airport in Broomfield, Colorado.
During the landing roll, he mistakenly retracted the Beech 55’s landing gear. The airplane skidded down the right side of the runway, and came to rest at a taxi intersection. It sustained substantial damage to the fuselage.
The pilot reported that there were no pre-accident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
Probable Cause: The pilot’s unintentional retraction of the landing gear during the landing roll.
This November 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
its the CFI’S fault
Interesting pilot narrative in the NTSB report. Given the ACS tasks required for a Private Pilot to add a ME rating, requesting “three touch and goes” (or three “options”) is not unreasonable.
I’m not sure I buy the excuse that his muscle memory of applying carb heat in a PA-28, translated into raising the gear on a C55 Baron.
I think he just lost his mind, for a minute (“the hatch just blew”): It happens.
Student pilot in an unfamiliar aircraft that has the potential for this error….CFI should have been watching for it. Not sure why multiple touch and go’s in a plane the student won’t be living with unless you’re going to fail an engine every time or just running up the Hobbs.
I “used to” have single engine private license, never flown a retractable gear of any sort. Have not piloted any in about 20 years. But would wonder why they do not have an alarm (a very loud) alarm, if your coming in to land and gear is not down?
Daniel, there is is such an alarm, but it had no relevance to this case because the pilot landed with the gear down as required. It was after he was on the runway that he mistakenly retracted the gear,. The gear warning alarm probably came on as the aircraft was sliding down the runway on its belly.
I’m reminded of an incident when a sales demo pilot retracted the landing gear of an AERCOMMANDER 500.
The customer bought after the taxi incident because the was little damage.
“I “used to” have single engine private license,….”
Unless the FAA yanked it, you still have it. You made need a few rides, a flight review, and a current medical, but you are still a pilot.
Knowing that may have been the reason he used quotation marks.
Depending o n how old the BE55 is/ was it might have had only one squat switch. It the struts are over inflated the plane would need to be very slow before the switch opened.
A gentle landing might not compress the strut. A crossword c ok Ulf lean the p l Abe keeping the switch open.
Despite an DPE asking for a touch and go the PIC ( applicants are PIC ) he should have rain NO.
I question the wisdom of Touch & Go’s in this instance. Due to the complexities of the B55 and location of Flap & Gear Handle’s, perhaps the best course of action would have been to land, re-set with check list and taxi back to go again. That’s what I was taught 25 years ago. This mistake was an easy one to make and the examiner should have known better. The ME candidate should have known better as well but, may have felt insecure questioning the examiner.
You’re talking about a pilot that was insecure? No excuse. Checkitist doesn’t count. He will be flying innocent passengers. Will he be insecure during a turbulent IFR approach, etc? Don’t blame the examiner!
Blame the ME CFII for an early sign- off.
So everytime a pilot makes a mistake, it’s the CFI’s fault? Got it. Can’t wait to tell my CFI.
Yes. The rush to sign off combined with limited cockpit time falls to the CFI.
A RECOMMENDATION FOR A FLIGHT TEST SHOULD NOT BE PLACED ON TIME.
Not always. But not monitoring a student in a high workload, in an unfamiliar aircraft that has a history of this occurring…Yes indeed, on the CFI.
It was a DPE not the CFI.
Retractable perhaps should have a gaurded switch/lever.
But attempts to prevent gear up landings PIPER installed an automatic gear extension connected to power and IAS.
But to teach stalls this had to be overridden. Some Cfis blocked the override which lead to more gear up landings.
Back in the dark ages when I learned to fly, CFI taught me to touch nothing till I was stopped and cleared off the active, just so’s nothing like this happens. Playing with fire to introduce something the occupant in the left seat (no mention in the narrative) may never have done in this airplane. Easy enough to complete the landing, taxi back, go around again.