|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : d98|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 2 Eng, Retractable Gear|
|Flight Phase||climbout : takeoff|
|Function||instruction : trainee|
|Qualification||pilot : private|
|Experience||flight time last 90 days : 25|
flight time total : 650
flight time type : 25
|Function||instruction : instructor|
|Qualification||pilot : cfi|
pilot : commercial
|Experience||flight time last 90 days : 250|
flight time total : 15500
flight time type : 170
|Anomaly||aircraft equipment problem : critical|
non adherence : published procedure
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Landing gear retracted on takeoff. Hit left propeller tip. Returned to airport. Supplemental information from acn 252412: we completed the before takeoff checklist and taxied onto the runway. As the student brought the throttles forward for the takeoff, I was calling off some of the numbers he had not committed to memory yet. Just as we reached rotation speed, he raised the nose and for no explainable reason, he reached down and raised the gear at the same time. The left propeller hit the runway and as the airplane started to yaw and roll left, he yanked back on the yoke to try and climb. I took control of the airplane to straighten it out and while I'm doing it, the student reduced both throttles to idle in an attempt to abort. I made the decision that aborting in this particular situation was not the best choice, so I reapplied full power and lowered the nose to normal climb attitude. My decision not to abort was based on several factors. One was the rather radical attitude of the airplane. Another was the position of the airplane relative to the airport. The other 2 were the airspeed which was at single engine safe speed and the power indications which were all normal. At this point the airplane was handling ok so my next decision was to feather or not feather the left engine. I decided not to feather based on the handling characteristics. I was able to climb, bring the airplane back around for landing on the runway. The only damage found was to the left propeller. All 3 blades were bent approximately 90 degrees at a point about 25 percent inboard from the tip. It is because of incidents exactly like this one that I do not do touch-and-go lndgs. In discussing this with the pilot, after the fact, he was at a total loss as to why he did what he did.
Original NASA ASRS Text
Title: A TRNEE PLT IN A TWIN SMA HIT HIS L PROP ON THE RWY ON TKOF.
Narrative: LNDG GEAR RETRACTED ON TKOF. HIT L PROP TIP. RETURNED TO ARPT. SUPPLEMENTAL INFORMATION FROM ACN 252412: WE COMPLETED THE BEFORE TKOF CHKLIST AND TAXIED ONTO THE RWY. AS THE STUDENT BROUGHT THE THROTTLES FORWARD FOR THE TKOF, I WAS CALLING OFF SOME OF THE NUMBERS HE HAD NOT COMMITTED TO MEMORY YET. JUST AS WE REACHED ROTATION SPD, HE RAISED THE NOSE AND FOR NO EXPLAINABLE REASON, HE REACHED DOWN AND RAISED THE GEAR AT THE SAME TIME. THE L PROP HIT THE RWY AND AS THE AIRPLANE STARTED TO YAW AND ROLL L, HE YANKED BACK ON THE YOKE TO TRY AND CLB. I TOOK CTL OF THE AIRPLANE TO STRAIGHTEN IT OUT AND WHILE I'M DOING IT, THE STUDENT REDUCED BOTH THROTTLES TO IDLE IN AN ATTEMPT TO ABORT. I MADE THE DECISION THAT ABORTING IN THIS PARTICULAR SIT WAS NOT THE BEST CHOICE, SO I REAPPLIED FULL PWR AND LOWERED THE NOSE TO NORMAL CLB ATTITUDE. MY DECISION NOT TO ABORT WAS BASED ON SEVERAL FACTORS. ONE WAS THE RATHER RADICAL ATTITUDE OF THE AIRPLANE. ANOTHER WAS THE POS OF THE AIRPLANE RELATIVE TO THE ARPT. THE OTHER 2 WERE THE AIRSPD WHICH WAS AT SINGLE ENG SAFE SPD AND THE PWR INDICATIONS WHICH WERE ALL NORMAL. AT THIS POINT THE AIRPLANE WAS HANDLING OK SO MY NEXT DECISION WAS TO FEATHER OR NOT FEATHER THE L ENG. I DECIDED NOT TO FEATHER BASED ON THE HANDLING CHARACTERISTICS. I WAS ABLE TO CLB, BRING THE AIRPLANE BACK AROUND FOR LNDG ON THE RWY. THE ONLY DAMAGE FOUND WAS TO THE L PROP. ALL 3 BLADES WERE BENT APPROX 90 DEGS AT A POINT ABOUT 25 PERCENT INBOARD FROM THE TIP. IT IS BECAUSE OF INCIDENTS EXACTLY LIKE THIS ONE THAT I DO NOT DO TOUCH-AND-GO LNDGS. IN DISCUSSING THIS WITH THE PLT, AFTER THE FACT, HE WAS AT A TOTAL LOSS AS TO WHY HE DID WHAT HE DID.
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.