Narrative:

The day started with a thorough preflight that was conducted following the checklist. No damage/wear/abnormalities were noted. The preflight briefing included the plan to taxi to the run up area; then takeoff using runway 15. This would be followed by leaving the pattern and practicing slow flight; turns; and stalls in the practice area. Expectations and emergency procedures were covered. After the run up; the takeoff and training flight went as planned without incident or any performance issues with the plane. One touch and go was executed with winds at 230/08 knots/gusts to 17 knots. The approach was made with the wing dipped into the wind with correction using the rudder. Alignment was straight with touchdown slightly left of the center line. The weight and balance were within limits and there was @40 gallons of fuel equally split between the fuel cells. The cfii controlled the flaps and trim and we powered up and rotated as normal. When the landing gear switch was moved to the gear up position the gear in transition light activated and the three green lights went out. A clunk was heard as the gear stored just prior to the gear in transition light going out. We followed the left pattern and began the gumps in the downwind leg. The green lights for the mains illuminated with no light for the nose gear. We extended the downwind leg and exited the pattern. The gear was retracted and lowered again with no green light for the nose gear. The checklist was followed including rocking and nose up and down attitudes. Contact was made with the ground staff who confirmed the nose gear was not deployed and the gear doors were closed. The poh was referenced and followed without success in lowering the nose gear. The fire department was notified as a precaution. The cfii landed on the mains and held the nose up. When the nose dropped we skidded approximately 300 feet without leaving the runway. A small chain was looped thru the rear tie down and used to lower the tail so a dolly could be placed under the nose. As soon as the nose was lifted off the ground; the doors opened and the nose wheel dropped down and locked into place. The plane was towed to a tie down and secured. Without question handling an incident is a team effort. The cabin is a busy place and communication with the crew; the ground; and other air traffic is critical. The importance of unlatching the cabin door is obvious. The interference of radio and verbal communication by the wind and engine noise cannot be emphasized enough.

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Original NASA ASRS Text

Title: A student pilot reported that while training with an instructor in a Piper Arrow; the nose gear failed to extend; which resulted in landing on the main gear and skidding to a stop on the runway.

Narrative: The day started with a thorough preflight that was conducted following the checklist. No damage/wear/abnormalities were noted. The preflight briefing included the plan to taxi to the run up area; then takeoff using runway 15. This would be followed by leaving the pattern and practicing slow flight; turns; and stalls in the practice area. Expectations and emergency procedures were covered. After the run up; the takeoff and training flight went as planned without incident or any performance issues with the plane. One touch and go was executed with winds at 230/08 knots/gusts to 17 knots. The approach was made with the wing dipped into the wind with correction using the rudder. Alignment was straight with touchdown slightly left of the center line. The weight and balance were within limits and there was @40 gallons of fuel equally split between the fuel cells. The CFII controlled the flaps and trim and we powered up and rotated as normal. When the landing gear switch was moved to the gear up position the gear in transition light activated and the three green lights went out. A clunk was heard as the gear stored just prior to the gear in transition light going out. We followed the left pattern and began the gumps in the downwind leg. The green lights for the mains illuminated with no light for the nose gear. We extended the downwind leg and exited the pattern. The gear was retracted and lowered again with no green light for the nose gear. The checklist was followed including rocking and nose up and down attitudes. Contact was made with the ground staff who confirmed the nose gear was not deployed and the gear doors were closed. The POH was referenced and followed without success in lowering the nose gear. The fire department was notified as a precaution. The CFII landed on the mains and held the nose up. When the nose dropped we skidded approximately 300 feet without leaving the runway. A small chain was looped thru the rear tie down and used to lower the tail so a dolly could be placed under the nose. As soon as the nose was lifted off the ground; the doors opened and the nose wheel dropped down and locked into place. The plane was towed to a tie down and secured. Without question handling an incident is a team effort. The cabin is a busy place and communication with the crew; the ground; and other air traffic is critical. The importance of unlatching the cabin door is obvious. The interference of radio and verbal communication by the wind and engine noise cannot be emphasized enough.

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.