Narrative:

I was scheduled to conduct a biennial flight review with mr X. We spent over 2 and 1/2 hours reviewing regulations and chart symbols and recent changes to the airspace structure. As we were climbing out, I retarded the left throttle, simulating the failure of the left engine. Mr X went through the proper engine out procedures from memory up until the retarding of the propeller at which time I blocked the propeller control from going into the feathered position. I said: 'I'll give you zero thrust'. The gear horn was on, but stopped when I slightly advanced the throttle while leaving the propeller control slightly aft of the mid point of its travel. We again made right traffic and this time we were lower than before because of the lower power. We only climbed to 6100' (normal pattern altitude is at least 6500'). Again we were slightly wide on the downwind leg. I told mr K to tighten up his pattern and hold (do not lower) hid landing gear until he had the runway made on final. He flew a normal base leg, but with our lower pattern altitude, we were too low (below the VASI lights) as we turned to final. I brought the left propeller control full forward and said: 'you have both engines'. We continued below the VASI glide path and I told him to apply a little power, which he did. The wind felt like it may have increased slightly because we were still low on the VASI's and again I called for an increase of power. The gear horn never came on again after the initiation of the simulated single engine emergency because both engines were above idle. Because we were low on the approach, neither of us used the checklist or checked the gear. We joined the VASI glide slope just before we crossed the runway threshold. Because the airplane felt too slow, in spite of the previous power applications, I had assumed that mr X had lowered the landing gear. I was also beginning to feel a slight stall buffet (we may have been getting a downdraft). For the 3RD time, I called for a power increase and we touched down at about the 1000' marker. I then saw the right propeller sparking and apparently striking the ground. We skidded straight on the centerline for about 800' and came to a stop.

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Original NASA ASRS Text

Title: PLT OF SMA TWIN UNDERGOING CHECK RIDE WITH SIMULATED ENGINE FAILURE LANDED WITH GEAR UP.

Narrative: I WAS SCHEDULED TO CONDUCT A BIENNIAL FLT REVIEW WITH MR X. WE SPENT OVER 2 AND 1/2 HRS REVIEWING REGS AND CHART SYMBOLS AND RECENT CHANGES TO THE AIRSPACE STRUCTURE. AS WE WERE CLIMBING OUT, I RETARDED THE LEFT THROTTLE, SIMULATING THE FAILURE OF THE LEFT ENGINE. MR X WENT THROUGH THE PROPER ENGINE OUT PROCS FROM MEMORY UP UNTIL THE RETARDING OF THE PROP AT WHICH TIME I BLOCKED THE PROP CONTROL FROM GOING INTO THE FEATHERED POSITION. I SAID: 'I'LL GIVE YOU ZERO THRUST'. THE GEAR HORN WAS ON, BUT STOPPED WHEN I SLIGHTLY ADVANCED THE THROTTLE WHILE LEAVING THE PROP CONTROL SLIGHTLY AFT OF THE MID POINT OF ITS TRAVEL. WE AGAIN MADE RIGHT TFC AND THIS TIME WE WERE LOWER THAN BEFORE BECAUSE OF THE LOWER POWER. WE ONLY CLIMBED TO 6100' (NORMAL PATTERN ALT IS AT LEAST 6500'). AGAIN WE WERE SLIGHTLY WIDE ON THE DOWNWIND LEG. I TOLD MR K TO TIGHTEN UP HIS PATTERN AND HOLD (DO NOT LOWER) HID LNDG GEAR UNTIL HE HAD THE RWY MADE ON FINAL. HE FLEW A NORMAL BASE LEG, BUT WITH OUR LOWER PATTERN ALT, WE WERE TOO LOW (BELOW THE VASI LIGHTS) AS WE TURNED TO FINAL. I BROUGHT THE LEFT PROP CONTROL FULL FORWARD AND SAID: 'YOU HAVE BOTH ENGINES'. WE CONTINUED BELOW THE VASI GLIDE PATH AND I TOLD HIM TO APPLY A LITTLE POWER, WHICH HE DID. THE WIND FELT LIKE IT MAY HAVE INCREASED SLIGHTLY BECAUSE WE WERE STILL LOW ON THE VASI'S AND AGAIN I CALLED FOR AN INCREASE OF POWER. THE GEAR HORN NEVER CAME ON AGAIN AFTER THE INITIATION OF THE SIMULATED SINGLE ENGINE EMER BECAUSE BOTH ENGINES WERE ABOVE IDLE. BECAUSE WE WERE LOW ON THE APCH, NEITHER OF US USED THE CHECKLIST OR CHECKED THE GEAR. WE JOINED THE VASI GLIDE SLOPE JUST BEFORE WE CROSSED THE RWY THRESHOLD. BECAUSE THE AIRPLANE FELT TOO SLOW, IN SPITE OF THE PREVIOUS POWER APPLICATIONS, I HAD ASSUMED THAT MR X HAD LOWERED THE LNDG GEAR. I WAS ALSO BEGINNING TO FEEL A SLIGHT STALL BUFFET (WE MAY HAVE BEEN GETTING A DOWNDRAFT). FOR THE 3RD TIME, I CALLED FOR A POWER INCREASE AND WE TOUCHED DOWN AT ABOUT THE 1000' MARKER. I THEN SAW THE RIGHT PROP SPARKING AND APPARENTLY STRIKING THE GND. WE SKIDDED STRAIGHT ON THE CENTERLINE FOR ABOUT 800' AND CAME TO A STOP.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.