20060623011759A

(-23) FAA king air, N20, BE-90, 06/23/2006, 1237 EST, Bradley International Airport (kbdl) was on a currency/proficiency flight. The flight originated in portland, Maine at 15:05 UTC with the intent to bring the aircraft to the Windsor Locks, CT flight standards district office. The flight to Bradley field was routine and the pilot in command requested practice approaches into bdl. The first approach was terminated early due to traffic. On the second approach, the pilot in command requested the option from ATC which was approved. The pilot in command elected to make a touch and go landing with the flaps set in the approach position. After touch down, the pilot in command set the trim to the takeoff position and then initiated takeoff power. The non flying pilot asked if the pilot in command wanted the flaps up and the pilot in command replied "yes". The non flying pilot inadvertently selected gear to the up position and the aircraft began to settle to the ground. As soon as the pilot in command realized that the aircraft was going to contact the ground, he aborted the takeoff. When the aircraft came to a stop, the pilot in command notified ATC and shut down the aircraft. Inspector's statement: the pilot in command and the second in command (both FAA inspectors) were utilizing FAA king air N20 a CE-90 aircraft, for the purpose of maintaining currency and proficiency in ebc (events base currency) and to reposition the aircraft between fsdo's. the flight originated on an IFR flight plan from portland, Maine. The pilot in command was occupying the left seat and was the pilot flying at the time. The crew had requested multiple ILS approaches (4) to runway 24 at (kbdl). The first ILS was terminated before the missed approach point followed by vectors by ATC for a second practice ILS approach to runway 24. The pilot flying requested the option for runway 24 and was cleared for the option to runway 24. The pilot flying made a normal landing with the intention of performing a touch and go landing. The flying pilot upon landing set the takeoff power and initiated the takeoff, the pilot not flying asked if he the pilot flying wanted the flaps up, he stated "yes". The pilot not flying mistakenly selected the gear handle while the aircraft was still on the runway. The aircraft began to settle. The pilot not flying stated "I believe I heard wrong or gear handle." The pilot not flying selected the gear handle back down immediately. The pilot flying announced "aborting takeoff." The aircraft then slid to a stop on runway 24 about half way down the runway short of runway 33. An emergency shutdown was performed by the flying pilot. The pilot not flying exited the aircraft first and opened the cabin door. There was some smoke in the cabin with the smell of something burning; the pilot not flying said it smelled like asphalt. Both pilots exited the aircraft and were met by the Bradley field fire department. The aircraft's nose wheel was fully deployed and locked and the mains were retracted into the wells. Both propellers and engines were clear of the runway and were undamaged. Additional damage occurred to the aircraft from the recovery efforts. During the crane/sling operation to elevate the aircraft in an effort to extend the main gear and remove the aircraft from the runway, the sling lifting operation created wrinkling of the aircraft skin aft of the main cabin door. Pictures of the aircraft were taken at the scene and again after it had been removed to a hangar facility. Initial inspection revealed damage to the main gear doors, inside trailing edge of the flaps and damage to the underside of the rear fuselage. Further inspection of the aircraft revealed that the majority of the damage was in the pressure vessel which consisted of the following but was not limited to, the bulkhead forward of the pressure bulkhead, longerons (belly), three formers forward of the pressure bulkhead, control cable pulley brackets and several sections of skin in the pressure vessel. In accordance with order 8700.1 chapter 168, I consulted with several airworthiness inspectors in determining that substantial damage had occurred to N20. I also spoke with the director of maintenance for the afs flight program office who informed me that the damage to N20 was major. By definition an aircraft accident requires substantial damage to have occurred, substantial damage requires a major repair and a major repair according to appendix a of FAR part 43 involves the type of damage N20 suffered.