Narrative:

Purpose of flight: transitioning training on a beechcraft bonanza M35 never flown before by the pilot. I had didactic from poh and abs training spent over forty hours learning about the operation of the aircraft. The flight originated at ZZZ with myself and [an instructor]. I conducted all the groundwork and communication. The aircraft was cleared for a 030-degree departure on runway 15 with a normal ground roll; rotation; and climb. I reached over; attempted to raise the gear and could not. I reduced throttle in accordance with the poh; decreased the pitch and targeted 2450 rpm and 24 inches. I resumed flying the aircraft and the instructor discovered a release pin; depressed it and the gear retracted. The aircraft was cleared away from the class D and the instructor asked me to climb to 2500 ft and become familiar with the aircraft. During this phase; the instructor asked me to pull the throttle back and check for gear warning; I could not hear it. I repeated the cycle and again; I could not hear the aural warning. The instructor indicated he could not hear it either time. That issue identified; I continued with the orientation; I conducted a series of basic maneuvers excluding stalls and spiral entry which the instructor felt would be better tried at a later time. After about thirty minutes; the instructor directed me to ZZZ1 which would be about 180 degrees from my training area. Once the airport was in sight; the instructor explained how we would proceed with the training. He reviewed pattern entry; pattern speeds; altitudes; management of the propeller; gear; mp; gump check; landing and roll out. All call-outs on the radio were conducted and no traffic was in the pattern during this phase of training. First landing: after entering the pattern from the forty-five; I slowed and lowered the flaps. The instructor corrected [my] choice of speed (5 kts above the white arc). I reached over and attempted to lower the gear and I found my attention drawn away from flying because of the release rod. I asked the instructor to lower the gear or I asked the instructor to take the plane so I could depress the rod and lower the gear myself. We slowed to 105 kts and I trimmed for 80 kts on the downwind. I do not remember who lowered the gear; I lowered the flaps. Gump (out loud to myself) so that once on base we had a long final; we could establish a stabilized approach. I turned final; it was clear I was too high and requested permission to descend; practice a balked landing and go-around. He agreed. I did not do a final gear check in this instance. It was uneventful; and on climb out; I properly depressed the release and raised the gear but clumsily; raised the flaps but retained the propeller in fine pitch. I maintained 105 kts; I did or did not lower the gear (one of us did); then lowered the flaps; and set up on an extended downwind in checklist order including gump (together or verbally to myself). On base to final; again; I was slightly high and slipped so I could see red/white on the PAPI. The instructor asked me to fly just above the normal approach e.g.; white/white. I do not recall if I asked the instructor to confirm that the gear was down or visually looked but a last check was done to my satisfaction. At about 750 feet from the runway; once there and on command; I brought back the throttle to idle; once over the numbers; flatten out just above the runway and bleed off the speed until touchdown. I did so without any difficulty. We taxied to the end of the runway and taxied back to the midpoint; then back taxied for the next practice. The instructor told me to leave the gear down; leave the propeller in low pitch but raise the flaps before takeoff. I did and the takeoff roll; rotation and climb were much more refined; turning crosswind to downwind; I raised the flaps; flew downwind to midfield; lowered the flaps. I continued downwind and turned base. Turning base to final; I was slightly high; slipped to match the PAPI final.again; I was reminded to remain to remain slightly high; i.e.; white/white. The incident: we descended normally. My last gear check was late and by looking down at the floorboard indicator. That failed because I couldn't see it (the nose gear marker position) since my eyes were not adjusting fast enough between light and dark. Perhaps at a quarter mile out; still needing a last-minute check of the gear; with divided attention; that is visually watching the speed; aoa; direction; I did not visually check the gear position lever insuring it was in the down position; if so; there is a possibility that I may have pulled up either from a mistake or turbulence. I did not hear gear retraction or a gear warning horn. I reduced throttle; and as the plane settled into a glide; I gently pulled back on the yoke for a slight flare. As the nose rose (the mains should have contacted the runway and at split second; I sensed the tail being too low; then we contacted the runway. Cause: of many possibilities; one possibility is that my last check was conducted whereby I used tactile indicators; I may have raised the gear. This is not a conclusion but a distinct possibility. Another cause and by whom; I do not know; would have been to raise the gear upon establishing a positive climb (v2). If the former were the case; the last check occurred at a critical point of descent thus preventing an adequate cross check by the instructor.

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Original NASA ASRS Text

Title: Beechcraft Bonanza 35 pilot trainee reported not following procedures and landing with gear up.

Narrative: Purpose of flight: Transitioning training on a Beechcraft Bonanza M35 never flown before by the pilot. I had didactic from POH and ABS training spent over forty hours learning about the operation of the aircraft. The flight originated at ZZZ with myself and [an instructor]. I conducted all the groundwork and communication. The aircraft was cleared for a 030-degree departure on Runway 15 with a normal ground roll; rotation; and climb. I reached over; attempted to raise the gear and could not. I reduced throttle in accordance with the POH; decreased the pitch and targeted 2450 rpm and 24 inches. I resumed flying the aircraft and the instructor discovered a release pin; depressed it and the gear retracted. The aircraft was cleared away from the Class D and the instructor asked me to climb to 2500 ft and become familiar with the aircraft. During this phase; the instructor asked me to pull the throttle back and check for gear warning; I could not hear it. I repeated the cycle and again; I could not hear the aural warning. The instructor indicated he could not hear it either time. That issue identified; I continued with the orientation; I conducted a series of basic maneuvers excluding stalls and spiral entry which the instructor felt would be better tried at a later time. After about thirty minutes; the instructor directed me to ZZZ1 which would be about 180 degrees from my training area. Once the airport was in sight; the instructor explained how we would proceed with the training. He reviewed pattern entry; pattern speeds; altitudes; management of the propeller; gear; MP; GUMP check; landing and roll out. All call-outs on the radio were conducted and no traffic was in the pattern during this phase of training. First landing: after entering the pattern from the forty-five; I slowed and lowered the flaps. The instructor corrected [my] choice of speed (5 kts above the white arc). I reached over and attempted to lower the gear and I found my attention drawn away from flying because of the release rod. I asked the instructor to lower the gear or I asked the instructor to take the plane so I could depress the rod and lower the gear myself. We slowed to 105 kts and I trimmed for 80 kts on the downwind. I do not remember who lowered the gear; I lowered the flaps. GUMP (out loud to myself) so that once on base we had a long final; we could establish a stabilized approach. I turned final; it was clear I was too high and requested permission to descend; practice a balked landing and go-around. He agreed. I did not do a final gear check in this instance. It was uneventful; and on climb out; I properly depressed the release and raised the gear but clumsily; raised the flaps but retained the propeller in fine pitch. I maintained 105 kts; I did or did not lower the gear (one of us did); then lowered the flaps; and set up on an extended downwind in checklist order including GUMP (together or verbally to myself). On base to final; again; I was slightly high and slipped so I could see red/white on the PAPI. The instructor asked me to fly just above the normal approach e.g.; white/white. I do not recall if I asked the instructor to confirm that the gear was down or visually looked but a last check was done to my satisfaction. At about 750 feet from the runway; once there and on command; I brought back the throttle to idle; once over the numbers; flatten out just above the runway and bleed off the speed until touchdown. I did so without any difficulty. We taxied to the end of the runway and taxied back to the midpoint; then back taxied for the next practice. The instructor told me to leave the gear down; leave the propeller in low pitch but raise the flaps before takeoff. I did and the takeoff roll; rotation and climb were much more refined; turning crosswind to downwind; I raised the flaps; flew downwind to midfield; lowered the flaps. I continued downwind and turned base. Turning base to final; I was slightly high; slipped to match the PAPI final.Again; I was reminded to remain to remain slightly high; i.e.; white/white. The incident: we descended normally. My last gear check was late and by looking down at the floorboard indicator. That failed because I couldn't see it (the nose gear marker position) since my eyes were not adjusting fast enough between light and dark. Perhaps at a quarter mile out; still needing a last-minute check of the gear; with divided attention; that is visually watching the speed; AOA; direction; I did not visually check the gear position lever insuring it was in the down position; if so; there is a possibility that I may have pulled up either from a mistake or turbulence. I did not hear gear retraction or a gear warning horn. I reduced throttle; and as the plane settled into a glide; I gently pulled back on the yoke for a slight flare. As the nose rose (the mains should have contacted the runway and at split second; I sensed the tail being too low; then we contacted the runway. Cause: Of many possibilities; one possibility is that my last check was conducted whereby I used tactile indicators; I may have raised the gear. This is not a conclusion but a distinct possibility. Another cause and by whom; I do not know; would have been to raise the gear upon establishing a positive climb (v2). If the former were the case; the last check occurred at a critical point of descent thus preventing an adequate cross check by the instructor.

Data retrieved from NASA's ASRS site 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.