THE RPTR MOMENTARILY LOST CTL OF THE CESSNA 310 ON A GAR WHEN ONE ENG WAS SLOW TO RESPOND TO GAR PWR APPLICATION.

Narrative

ON APCH TO LNDG RWY 9 JUST PRIOR TO FLARING; A COUPLE OF DEER HAD CROSSED THE RWY DIRECTLY IN FRONT OF THE ACFT. I WAS INITIATING A GAR; UPON ADVANCING THE THROTTLES THE R ENG DID NOT RESPOND IMMEDIATELY AND THE ACFT ROLLED OFF TO THE R. I RAISED MY FLAPS AND GEAR WHEN I FELT THE ACFT SINK. AT THIS POINT I WAS BEHIND THE PWR CURVE; LOW ALT; LOW AIRSPD; AND HIGH ANGLE OF ATTACK. OUT OF THE CORNER OF MY EYE I SPOTTED A SMALL BODY OF WATER. IT BEING THE LOWEST POINT IN THE AREA I INSTINCTIVELY TURNED TOWARDS IT; LOWERED THE NOSE TO BUILD AIRSPD. AS I APCHED THE CTR OF THE LAKE I HAD REGAINED CTL OF THE ACFT AND PICKED UP ENOUGH SPD TO START MY CLB BACK TO TFC PATTERN ALT; BUT MAY HAVE DSNDED LOWER THAN 500 FT AGL PRIOR TO INITIATING THE CLB. THE MAIN CAUSE LEADING UP TO THIS EVENT WAS ALLOWING THE ACFT TO LOSE TOO MUCH AIRSPD PRIOR TO THE FLAREOUT AND NOT FLYING OVER THE RWY TO CHK FOR ANIMALS OR OBSTRUCTIONS PRIOR TO LNDG. ALSO RETRACTING FULL FLAPS PRIOR TO POSITIVE RATE OF CLB MADE THE ACFT SINK. UPON DISCUSSING THIS SIT WITH SOME HIGHLY EXPERIENCED CESSNA 310 PLTS; I LEARNED THAT RAISING THE GEAR AT SUCH HIGH ANGLE OF ATTACK A BURBLE OR VORTEX IS CREATED BY THE LARGE GEAR DOORS WHICH WILL CREATE A STALL OR BUFFETING OF THE ELEVATOR. FUTURE SITS WILL TAKE INTO CONSIDERATION ALL OF THESE FACTORS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR WAS CONTACTED; BUT DID NOT WANT TO TALK ABOUT THE EXPERIENCE.