Narrative:

I accompanied my multi-engine instructor who was moving a C310 from florida to wisconsin. A thorough maintenance log assessment and visual inspection were made of the aircraft prior to departure. After a positive climb rate was established, the PIC brought the gear up. Green lights and in-transit lights appeared to be operating normally. A few seconds later, tower informed us that the nose and right main gear appeared to be only half-way retracted. Tower requested we make right traffic and fly by so they could get a better look at the gear. At that time, we smelled the odor of burning electrical wire. The PIC recycled the gear. It did not come down. Pilots operating handbook procedures for emergency gear extension were followed, however, unsuccessful. The PIC decided to continue the flight to burn off fuel before making the gear-up landing. The controller cleared us to fly at 1500 ft. The PIC declared an emergency. Gear failure emergency checklists were reviewed. After approximately 3 hours of circling the airport, the left engine failed. Engine out emergency checklist was followed. The PIC landed the aircraft single engine, no gear. Sounds of metal were heard scraping across the runway and we feared fire as there was approximately 3 hours fuel remaining onboard. The aircraft veered to the right off the runway coming to a stop halfway in the grass. In evacuating the aircraft I fell fracturing my right foot and injuring my right rotator cuff. In terms of human performance, remaining calm, following checklists and the pilots operating handbook, training and experience were the keys. Frustration was added, however, by trying to listen to a cuban mechanic who did not speak clear english and whom could not be understood over the radio, and using an emergency gear extension system that did not work.

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Original NASA ASRS Text

Title: GEAR WOULD NOT RETRACT AFTER TKOF, WOULD NOT EXTEND BY NORMAL OR ABNORMAL PROCS, AND THE ENG QUIT PRIOR TO LNDG. AN ENG OUT PARTIALLY EXTENDED GEAR EMER LNDG WAS MADE FOLLOWED BY THE RPTR BEING INJURED IN THE EMER EVAC.

Narrative: I ACCOMPANIED MY MULTI-ENG INSTRUCTOR WHO WAS MOVING A C310 FROM FLORIDA TO WISCONSIN. A THOROUGH MAINT LOG ASSESSMENT AND VISUAL INSPECTION WERE MADE OF THE ACFT PRIOR TO DEP. AFTER A POSITIVE CLB RATE WAS ESTABLISHED, THE PIC BROUGHT THE GEAR UP. GREEN LIGHTS AND IN-TRANSIT LIGHTS APPEARED TO BE OPERATING NORMALLY. A FEW SECONDS LATER, TWR INFORMED US THAT THE NOSE AND R MAIN GEAR APPEARED TO BE ONLY HALF-WAY RETRACTED. TWR REQUESTED WE MAKE R TFC AND FLY BY SO THEY COULD GET A BETTER LOOK AT THE GEAR. AT THAT TIME, WE SMELLED THE ODOR OF BURNING ELECTRICAL WIRE. THE PIC RECYCLED THE GEAR. IT DID NOT COME DOWN. PLTS OPERATING HANDBOOK PROCS FOR EMER GEAR EXTENSION WERE FOLLOWED, HOWEVER, UNSUCCESSFUL. THE PIC DECIDED TO CONTINUE THE FLT TO BURN OFF FUEL BEFORE MAKING THE GEAR-UP LNDG. THE CTLR CLRED US TO FLY AT 1500 FT. THE PIC DECLARED AN EMER. GEAR FAILURE EMER CHKLISTS WERE REVIEWED. AFTER APPROX 3 HRS OF CIRCLING THE ARPT, THE L ENG FAILED. ENG OUT EMER CHKLIST WAS FOLLOWED. THE PIC LANDED THE ACFT SINGLE ENG, NO GEAR. SOUNDS OF METAL WERE HEARD SCRAPING ACROSS THE RWY AND WE FEARED FIRE AS THERE WAS APPROX 3 HRS FUEL REMAINING ONBOARD. THE ACFT VEERED TO THE R OFF THE RWY COMING TO A STOP HALFWAY IN THE GRASS. IN EVACUATING THE ACFT I FELL FRACTURING MY R FOOT AND INJURING MY R ROTATOR CUFF. IN TERMS OF HUMAN PERFORMANCE, REMAINING CALM, FOLLOWING CHKLISTS AND THE PLTS OPERATING HANDBOOK, TRAINING AND EXPERIENCE WERE THE KEYS. FRUSTRATION WAS ADDED, HOWEVER, BY TRYING TO LISTEN TO A CUBAN MECH WHO DID NOT SPEAK CLR ENGLISH AND WHOM COULD NOT BE UNDERSTOOD OVER THE RADIO, AND USING AN EMER GEAR EXTENSION SYS THAT DID NOT WORK.

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.