Narrative:

A student with approximately 450 hours total time and 12 hours of flight time in the aircraft involved was commencing a single-engine GPS (lpv) approach to runway xx. The left engine was deemed the 'operative engine' while the right engine was deemed the 'inoperative' engine. The right engine had been simulated as feathered/secure by setting the propeller lever to appx feather detent; while the throttle was set to appx 8' manifold pressure; simulating a zero-thrust condition. The student was stabilized on the approach and instructed to remove the view limiting device at approximately 300' AGL. The aircraft was slightly right of runway centerline when instructed to proceed under visual flight conditions. Once proceeding under visual conditions; the student corrected the aircraft to centerline and remained on the glidepath until reaching appx 1/4 mi distance from the runway. At this time the student was high on the glidepath; slightly left of centerline and elected to close the left throttle (simulated operative engine) and descend towards the runway. The student flared the aircraft at an altitude deemed too high and too slow by the instructor who stated 'you're flaring too high.' the student then pitched the aircraft nose up in an effort to reduce the sink rate. At an altitude about 20'agl the sink rate was increasing and the instructor commanded the student to increase power. The student increased power approximately 2;000 RPM. At this time the stall warning horn had become audible. The increase of power did slow the sink rate. The aircraft was banking to the right with the increase in power so the student applied left aileron to stop the bank to the right. The aircraft touched down hard with the right main wheel; right wing low; followed by the left main wheel and bounced back into the air. Power to the left engine was still applied as the student failed to retard the throttle after touchdown. Because power was applied to the left engine only; the aircraft banked to the right and pitched up. At approximately 10'agl with the stall horn still audible the instructor took the controls from the student leveled the wings and allowed the aircraft to touch down on the runway approximately on centerline but aimed at the side of the runway at approximately a 45 degree angle. By the time the throttles had been retarded the aircraft was about to go off the side of the runway. The instructor gently applied left rudder to bring the aircraft back to the runway and to avoid striking the propeller with a runway light. The aircraft paralleled runway 04 in the grass approximately 20 feet right of the runway edge. The aircraft continued parallel to the runway and the instructor shut down both engines while gently slowing the aircraft. The aircraft traveled through grass and tall weeds until coming to a rest approximately 400' from the edge of runway 33/15. Once fully stopped the instructor notified the tower of their intentions to shutdown the radios and electrical system and exit the aircraft to examine its condition. Neither the instructor nor student were injured and no immediate damage to the aircraft had been discovered. The aircraft was removed from its location and towed to the maintenance facility where a more thorough inspection was completed. Upon completion of the inspection; the aircraft was deemed airworthy and returned to service. What caused the event is the students irregular landing pattern and the instructor's reluctance to [take] control of the aircraft. To prevent future occurrences the instructor should take control of the aircraft sooner and later explain to the student why the controls were exchanged.

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Original NASA ASRS Text

Title: BE-76 flight instructor describes a hard landing and runway excursion during a multi-engine training event.

Narrative: A STUDENT WITH APPROX 450 HOURS TOTAL TIME AND 12 HOURS OF FLIGHT TIME IN THE AIRCRAFT INVOLVED WAS COMMENCING A SINGLE-ENGINE GPS (LPV) APPROACH TO RUNWAY XX. THE LEFT ENGINE WAS DEEMED THE 'OPERATIVE ENGINE' WHILE THE RIGHT ENGINE WAS DEEMED THE 'INOPERATIVE' ENGINE. THE RIGHT ENGINE HAD BEEN SIMULATED AS FEATHERED/SECURE BY SETTING THE PROP LEVER TO APPX FEATHER DETENT; WHILE THE THROTTLE WAS SET TO APPX 8' MANIFOLD PRESSURE; SIMULATING A ZERO-THRUST CONDITION. THE STUDENT WAS STABILIZED ON THE APPROACH AND INSTRUCTED TO REMOVE THE VIEW LIMITING DEVICE AT APPROX 300' AGL. THE AIRCRAFT WAS SLIGHTLY RIGHT OF RUNWAY CENTERLINE WHEN INSTRUCTED TO PROCEED UNDER VISUAL FLIGHT CONDITIONS. ONCE PROCEEDING UNDER VISUAL CONDITIONS; THE STUDENT CORRECTED THE AIRCRAFT TO CENTERLINE AND REMAINED ON THE GLIDEPATH UNTIL REACHING APPX 1/4 MI DISTANCE FROM THE RUNWAY. AT THIS TIME THE STUDENT WAS HIGH ON THE GLIDEPATH; SLIGHTLY LEFT OF CENTERLINE AND ELECTED TO CLOSE THE LEFT THROTTLE (SIMULATED OPERATIVE ENGINE) AND DESCEND TOWARDS THE RUNWAY. THE STUDENT FLARED THE AIRCRAFT AT AN ALTITUDE DEEMED TOO HIGH AND TOO SLOW BY THE INSTRUCTOR WHO STATED 'YOU'RE FLARING TOO HIGH.' THE STUDENT THEN PITCHED THE AIRCRAFT NOSE UP IN AN EFFORT TO REDUCE THE SINK RATE. AT AN ALTITUDE ABOUT 20'AGL THE SINK RATE WAS INCREASING AND THE INSTRUCTOR COMMANDED THE STUDENT TO INCREASE POWER. THE STUDENT INCREASED POWER APPROX 2;000 RPM. AT THIS TIME THE STALL WARNING HORN HAD BECOME AUDIBLE. THE INCREASE OF POWER DID SLOW THE SINK RATE. THE AIRCRAFT WAS BANKING TO THE RIGHT WITH THE INCREASE IN POWER SO THE STUDENT APPLIED LEFT AILERON TO STOP THE BANK TO THE RIGHT. THE AIRCRAFT TOUCHED DOWN HARD WITH THE RIGHT MAIN WHEEL; RIGHT WING LOW; FOLLOWED BY THE LEFT MAIN WHEEL AND BOUNCED BACK INTO THE AIR. POWER TO THE LEFT ENGINE WAS STILL APPLIED AS THE STUDENT FAILED TO RETARD THE THROTTLE AFTER TOUCHDOWN. BECAUSE POWER WAS APPLIED TO THE LEFT ENGINE ONLY; THE AIRCRAFT BANKED TO THE RIGHT AND PITCHED UP. AT APPROX 10'AGL WITH THE STALL HORN STILL AUDIBLE THE INSTRUCTOR TOOK THE CONTROLS FROM THE STUDENT LEVELED THE WINGS AND ALLOWED THE AIRCRAFT TO TOUCH DOWN ON THE RUNWAY APPROXIMATELY ON CENTERLINE BUT AIMED AT THE SIDE OF THE RUNWAY AT APPROXIMATELY A 45 DEGREE ANGLE. BY THE TIME THE THROTTLES HAD BEEN RETARDED THE AIRCRAFT WAS ABOUT TO GO OFF THE SIDE OF THE RUNWAY. THE INSTRUCTOR GENTLY APPLIED LEFT RUDDER TO BRING THE AIRCRAFT BACK TO THE RUNWAY AND TO AVOID STRIKING THE PROPELLER WITH A RUNWAY LIGHT. THE AIRCRAFT PARALLELED RUNWAY 04 IN THE GRASS APPROX 20 FEET RIGHT OF THE RUNWAY EDGE. THE AIRCRAFT CONTINUED PARALLEL TO THE RUNWAY AND THE INSTRUCTOR SHUT DOWN BOTH ENGINES WHILE GENTLY SLOWING THE AIRCRAFT. THE AIRCRAFT TRAVELED THROUGH GRASS AND TALL WEEDS UNTIL COMING TO A REST APPROX 400' FROM THE EDGE OF RUNWAY 33/15. ONCE FULLY STOPPED THE INSTRUCTOR NOTIFIED THE TOWER OF THEIR INTENTIONS TO SHUTDOWN THE RADIOS AND ELECTRICAL SYSTEM AND EXIT THE AIRCRAFT TO EXAMINE ITS CONDITION. NEITHER THE INSTRUCTOR NOR STUDENT WERE INJURED AND NO IMMEDIATE DAMAGE TO THE AIRCRAFT HAD BEEN DISCOVERED. THE AIRCRAFT WAS REMOVED FROM ITS LOCATION AND TOWED TO THE MAINTENANCE FACILITY WHERE A MORE THOROUGH INSPECTION WAS COMPLETED. UPON COMPLETION OF THE INSPECTION; THE AIRCRAFT WAS DEEMED AIRWORTHY AND RETURNED TO SERVICE. WHAT CAUSED THE EVENT IS THE STUDENTS IRREGULAR LANDING PATTERN AND THE INSTRUCTOR'S RELUCTANCE TO [TAKE] CONTROL OF THE AIRCRAFT. TO PREVENT FUTURE OCCURRENCES THE INSTRUCTOR SHOULD TAKE CONTROL OF THE AIRCRAFT SOONER AND LATER EXPLAIN TO THE STUDENT WHY THE CONTROLS WERE EXCHANGED.

Data retrieved from NASA's ASRS site 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.