The pilot of the Beech 55 reported that, shortly after landing at the airport in Sebring, Florida, the passenger, without his permission or guidance, retracted the landing gear.
Once the landing gear retracted, the plane hit the runway and slid about 600 feet before coming to rest on the runway.
The passenger, who was a pilot, reported that, without the pilot’s guidance, he mistakenly raised the gear handle, then quickly lowered it again, thinking it was the flap handle. He said he was attempting to assist the pilot.
The airplane sustained substantial damage to the center wing spar.
The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
Probable Cause: The passenger’s inadvertent retraction of the landing gear during the landing roll without being instructed to do so by the pilot.
This September 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
As several have said, briefing the passenger is very important. This is also a reminder of why in retracts, it is recommended that no controls are touched until stopped clear of the runway, using a checklist, and carefully identifying the control.
This is a textbook example of an accident and subsequent major damage to an aircraft that should never have happened.s also a perfect example of Murphy’s Law. It also illustrates why this sign is displayed in some repair shops: “Shop rate $75 per hour.. $150 per hour if you assist”.
What wasn’t mentioned in the report is if the PIC had authorized the passenger to assist in any aspect of the flight. In the absence of such authorization. the passenger who was also a pilot should have known not to touch ANY of the controls. With that said, though I have never seen fit to do it myself, the lesson I took from this is to stern fully advise whoever is sitting in the right seat what he or she can and cannot do in the conduct of the flight before starting the engine.
The problem with the #2 in the co-pilot seat is that he is not accustomed to the Beech arrangement for switches. Cessna has the gear an the Left side of the console and Beech had it on the Right side. I have seen it before in the simulator but not on the plane landing.
I did like the advise Miami Mike says to those that came on board😂😂😂
Typical beach gear/flap/position unlike every other twin!!!
Props where the the throttles normally are causing pilots unfamiliar to pull props into feather instead of reducing power!
A BIG JOKE BEECH PLAYED ON THE AVIATION INDUSTRY!!!!!!
Lets try this for the preflight briefing:
“One of these controls or switches is the passenger ejection seat and I’m not going to tell you which one.”
Agree completely with “Don’t touch nuthin’.”
Ha, that will make-um think twice
A preflight briefing for 1st time passengers will prevent any attempts to be helpful. I ALWAYS ask first timers “PLEASE do not touch any control or door handle unless specifically requested to do so. It is mandatory that your seat belts and straps be worn loosely at all times and tightened before takeoff or landing. Use of the microphone and headset is optional but encouraged. I will attempt to keep you informed as the flight progresses. Any questions before I start the engine?
Takes only a minute or so and goes a long way in making the pax comfortable.
I guess on these reports trashing props and engines are a given so no mention.
The best help in or around an airplane is NO help.
What went wrong with the weight-on-wheels (Squat) switch?
Not all aircraft are equipped with a squat switch or system, and it is an expensive add on in most single engine aircraft. I have never had one.
All.model and years of the BARON and BONANZA have a squat switch on at least O me squat switch.
With a high speed landinding or a strong crossword the weight might not compress the strut enough. Also an over inflated main strut ole might prevent the switch from closing.
I think the handles knobs on older 35 and 55 models can be changed with a simple logbook entry.. I don’t think an STC. is required.
A little proofreading might make your comments more intelligible. It’s hard to determine what you’re trying to say.
The pilot’s report mentions the airplane could have been light on the wheels yet due to speed. The POH indicates the main strut safety switch opens the control circuit when the strut is compressed.
The first thing you say to someone boarding your plane, “Don’t touch nothin’!”
Always somebody got to help 😕