A BE58 PLT TAKING OFF BEHIND A DEPARTING JET LOST CTL; LNDG STRAIGHT AHEAD; GEAR UP.

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CLRED TO TAKE OFF RIGHT BEHIND MD80. ATIS INFO RPTED WINDS AT 350 DEGS AT 9 KTS; SKY CLR; TEMP 14 DEGS; DEWPOINT 2 DEGS; ALTIMETER 30.06. ASKED FOR AND RECEIVED PERMISSION TO 'OFFSET L.' AFTER POSITIVE RATE; GEAR UP; I EXPERIENCED ROLL AND BUFFETING TO L. USE OF FULL CTL INPUT TO ROLL R. THE MAIN CABIN DOOR ALSO OPENED. I WAS AT OR BELOW 100 FT AGL. I PULLED THE THROTTLES BACK TO IDLE TO REGAIN ACFT CTL AND IMMEDIATELY FLARED AND CONTACTED GND; THE GEAR STILL IN WELLS (NEVER HAD TIME TO LOWER). INCORRECTLY CHOSE TO OFFSET L -- PROBABLY DID NOT MOVE THAT FAR OFF THE CTRLINE. DID NOT HAVE TIME TO INITIATE A LNDG FLOW CHKLIST TURBULENCE BUMPS. PRECIOUS TIME USED EVALUATING IF I HAD ENOUGH RWY REMAINING TO LAND. ONCE DECISION MADE STICK TO IT. POSITIVE RATE (ON 2 INSTS) GEAR UP -- BEFORE MULTI-TRAINING I ALWAYS WAITED UNTIL 'NO MORE USABLE RWY REMAINED' BEFORE RETRACTING GEAR. I HAVE REVERTED BACK TO THIS RULE. WAIT 2-3 MINS AFTER DEP OF MODERATE SIZE JET BEFORE TKOF. I WAS ABLE TO LIFT OFF BEFORE ROTATION POINT OF MD80 AND OFFSET ONLY SLIGHTLY; L. OVERALL THE BIGGEST FACTOR I CAN EVALUATE IS 'GEAR UP -- NO RWY REMAINING.' IF ONE ENG FAILS THEN I JUST CUT PWR AND LAND; WHILE THE GEAR IS DOWN. IF ONE ENG FAILS AND I HAVE THE GEAR UP; THEN I USE ENG OUTFLOW. MAYBE THE DECISION TO ABORT HAD TO DO WITH MY LAST EXPERIENCE WITH A DOOR OPEN INFLT WHERE THE PLANE WAS YAWING; HAD POOR CLB PERFORMANCE AND MADE A RETURN TO THE ARPT DIFFICULT IN THAT I HAD TO SHOOT AN ILS WITH WIDELY FLUCTUATING AIRSPD; VSI AND ALTIMETER READINGS SECONDARY TO A STATIC SOURCE ONLY FUNCTIONING ON ALTERNATE (CABIN) AIR.