Accident Details
On July 10, 2019, about 1527 eastern daylight time, a Piper PA-34 airplane, N2930Y, sustained substantial damage during a landing at Willow Run Airport (KYIP), Ypsilanti, Michigan. The airplane was registered to IXI, LLC and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. The commercial pilot and certified flight instructor (CFI) sustained minor injuries. Visual meteorological conditions prevailed and no flight plan had been filed. The flight departed Pontiac Airport (KPTK) about 1430.
Pilot Account
According to the pilot, he was practicing touch-and-go landings. After several instrument approaches, they performed about four touch-and-go landings on runway 23R. On the accident flight, the approach and traffic pattern were normal. On the downwind leg, when abeam the midpoint of the runway, the landing gear was selected down with three green lights illuminating. They added flaps on base leg. The pilot stated that due to winds, he planned to land with only 25° of flaps. As the airplane crossed the runway numbers, power was reduced to idle at about 90 mph. He attempted to hold the airplane off the runway and touched down near the 1,000 ft runway marker. He described the touchdown as smooth, with no stall warning, bangs, or bumps. After touchdown, they rolled about 1,000 ft while retracting flaps to 0°. After retracting flaps, he applied full power to initiate takeoff. Shortly thereafter, he recalled the CFI saying something and noticed the right wing "digging into the grass." The pilot was unable to remember the position of the landing gear handle prior to the accident sequence.
CFI Account
The CFI stated that a normal roundout and flare were performed with a normal landing on the centerline. After touchdown, the airplane slowed to about 30 mph, flaps were fully retracted, and full throttle was applied. As the airplane began to generate lift and weight was removed from the landing gear, the gear appeared to retract and the right wing and propeller contacted the runway, stopping the right engine. The pilot applied back pressure, gaining altitude before banking right. The CFI then retarded throttles, pushed the nose down, and leveled the wings. The airplane subsequently impacted the ground and slid to a stop. After exiting, the CFI returned to retrieve personal effects and noticed the landing gear control handle in the "down" position.
In another statement, the CFI described the approach: when abeam mid-field on downwind, landing gear was extended with three green lights. Power was reduced to 15" manifold pressure, propellers full forward, mixture rich, flaps 10°. When abeam the landing point, a normal descent began. On base leg, flaps were increased to 25°, and a landing check confirmed landing gear down and locked. After aligning with the runway centerline, a final check again confirmed gear down and locked. Flaps were then set to 40°, and approach speed was 105 mph.
The CFI noted that from the right seat, he could not see the landing gear handle position when the pilot's hand was on the throttle quadrant. During takeoff, once airspeed reached 85 mph, he transitioned attention outside. Due to engine noise and noise-cancelling headsets, he believed it was not possible to hear the hydraulic pump running.
Aircraft Systems and Examination
According to the Piper Seneca Pilot's Operating Manual, the landing gear can only retract when the gear handle is in the "UP" position and the oleo strut is extended more than eight inches. A safety switch precludes gear retraction on the ground, but when the strut extends, the switch closes to complete the circuit for the hydraulic pump. A micro switch in the throttle quadrant activates a warning horn if the gear selector is in the "UP" position on the ground. Neither pilot stated they heard this warning horn.
The manual's normal takeoff procedure states: "Accelerate to 80-85 mph and ease back on the wheel enough to let the airplane lift off. After lift-off, accelerate to the best rate of climb speed (105 mph) or higher if desired, retracting the landing gear when a gear-down landing is no longer possible on the runway."
The FAA Airplane Flying Handbook states: "Once a positive rate of climb is established, the pilot should retract the flaps and landing gear (if equipped)."
After the accident, the airplane came to rest on its belly off the right side of the runway, with substantial damage to the right wing and fuselage. Both propellers showed signs consistent with power production. The aft fuselage was buckled with oil canning. The right wing was bent upward, consistent with spar damage. All three landing gear doors were undamaged; tires were fully retracted with no abnormal markings. The right flap rail exhibited damage consistent with pavement contact and the flaps being fully retracted at impact.
On July 16, the airplane was placed on jacks and electrical power applied. The gear extended as designed. The handle was then placed in the "UP" position and the gear retracted in about 6 seconds, repeated with same results. No mechanical malfunctions or anomalies were noted that would have precluded normal operation.