Incident
On 11 August 1999 at 1452 UTC, a Beech 58 aircraft, registration G-OSDI, was conducting a private flight at Wellesbourne Mountford Airport in Warwickshire. After a short local flight, the pilot joined the downwind leg of the circuit to perform a series of touch-and-go landings on tarmac Runway 18. Weather conditions were fine with a surface wind of 140° at 7 knots.
During the ground roll of the third landing, the pilot intended to retract the flaps but inadvertently selected the landing gear UP instead. The aircraft settled onto the runway, coming to a stop to the right of the centerline. Both the pilot and the passenger, who were wearing lap and diagonal seat belts, vacated the aircraft without injury.
Aircraft and Damage
The aircraft was a 1980 Beech 58, powered by two Continental Motors IO-520-CB piston engines. The nature of damage was minor, affecting the propeller, flap, and underside of the aircraft.
Pilot Information
The pilot, aged 41, held a Basic Commercial Pilot's Licence with IMC and Instructor Ratings. He had a total flying experience of 7,620 hours, of which only 13 hours were on type. In the last 90 days, he had flown 20 hours, and in the last 28 days, 7 hours.
Pilot Report
The pilot reported that he was more familiar with other types of twin-engine aircraft where the location of the flap and landing gear selectors were transposed relative to their positions in the Beech 58. He also stated that the landing gear safety 'squat switches' appeared not to have operated in this instance.
Landing Gear System Description
According to the Pilot's Operating Handbook and FAA Approved Flight Manual, the landing gear is operated through adjustable linkage connected to an actuator assembly driven by an electric motor. The landing gear is controlled by a two-position switch on the right side of the control console. The switch handle must be pulled out of a safety detent before it can be moved to the opposite position. To prevent inadvertent retraction on the ground, a main strut safety switch opens the control circuit when the strut is compressed. The manual includes a caution that pilots should never rely solely on the safety switch. A Landing Gear Safety System, designed to prevent gear-up landings by requiring certain conditions (airspeed above approximately 61 knots and manifold pressure above 19 inches) for retraction, was not installed on G-OSDI.