Cessna 310/T310C
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 39; Flight Crew Total 31598; Flight Crew Type 15
Human-Machine Interface
Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Aircraft Aircraft Damaged; General Evacuated
Aircraft; Human Factors
The mishap occurred on the third and to be the final landing to complete the check ride. Weather conditions were good VFR with visibility at least 10 miles and scattered clouds well above the altitudes we were training at. The winds were less than 6 KTS to light and variable from the southeast. The take off was normal. After lifting off; I selected the flaps up; and when no runway was available for landing I selected gear up. Continued on runway heading to 1;000 FT before turning downwind. Reduced power to 16' MP and props to 2;400 RPM. On downwind; performed the landing checklist GUMP. I checked the fuel selectors were on the main tanks; selected the gear down and confirmed three green lights orally (the Inspector confirmed as well); mixtures were already forward and moved the prop levers to full forward. I remember reaching to select flaps 15 degrees. Turned base leg and noticed I was starting to get to low and added power to arrest the descent between 500 and 600 FT. Speed control remained constant at about 120-125 mph from the time gear was selected down thru final approach. After arresting the descent; I performed a final GUMP check noting that the gear lights were still three green. There were no abnormal indications at any time through out the pattern and approach. When I turned final approach; the VASI showed that I was high on the approach. I began reducing power; approach speed remained constant between 120 - 125 mph. As I approached the end of the runway; I reduced the power to idle (heard no gear horn come on) and flared for the landing. In the flare; I noticed I had flared high and let the plane settle slightly before I continued the flare. The next thing I knew we were sliding on the belly of the airplane and skidded to a stop just short of the intersection. Smoke began coming into the cockpit center forward. The Inspector said Fire! Fire! Fire! and exited the aircraft. I shut off the mixture and prop controls; magnetos; alternators and master switch and exited the aircraft. No fire occurred and there were no injuries. I called the Control Tower to tell them what had happened and call FSS to cancel our VFR flight plan. No emergency was declared by me. Recovery operations began to clear the runway and move the aircraft back into the hangar.
The reporter believes that the only possible explanation for the gear up landing is that the gear handle was inadvertently moved to the up position during the second 'GUMP' check on base and was not detected by either pilot.
While conducting a PIC check in a Cessna 310; it was involved in a gear up landing. There were no injuries to either occupant. Both occupants were wearing seat belts and shoulder harness with no PPE. The aircraft suffered prop strikes; sudden stoppage to the engines; abrasions to all 4 exhaust augmenters; deformation of the rear ventral fin; and several antenna' on belly destroyed.Events up to the eventful landing were as follows: A normal takeoff and normal left hand traffic pattern was flown with no simulated emergencies in place. The pattern appeared normal until touchdown. The gear was lowered abeam the numbers and a 'GUMPS (gear; undercarriage; mixture; props; switches)' check was announced by the pilot and I confirmed 3 green gear down lights were illuminated and stated 'confirmed'. We continued around the pattern and the pilot again announced another 'GUMPS' check which was completed just prior to making the base to final turn and I again confirmed three green gear down lights and stated 'confirmed'. The approach segment on left base initially was flat and slightly low which the pilot corrected for by leveling off and adding power verbalizing what he was seeing and doing. The final approach segment was stable and looked like it would terminate at the round out between the runway aim point markers. The round out was slightly high and the aircraft floated a little higher than normal. The touchdown segment was a little high and had the gear been down would have been a firm landing. Since the gear wasn't down it was a firm landing on the exhaust augmenters with a skid of approximately 1;200 to 1;500 FT coming to rest just shy of the intersecting runway. When the aircraft skidded to a stop it was immediately vacated due to smoke filling the cockpit. During the skidding portion I declared a few expletives. After it stopped and the cabin started filling with smoke; I declared 'Fire!; Fire!; Fire!; evacuate; evacuate; evacuate!' Upon this declaration we evacuated through the passenger door and proceeded to the right rear area behind the airplane.The PIC then called the Tower by cell phone and reported the mishap and fire/rescue arrived. Pictures were taken and the aircraft placed on a dolly with additional damage to the ventral fin sustained in the transportation efforts. The aircraft has not been touched on the inside and is in the hangar.
C310 pilot with inspector aboard reports a gear up landing after twice confirming during the approach that the gear indicated down with three green lights.