Narrative:

During a routine training flight; emergency landing gear extension procedures were being practiced in a piper saratoga. This procedure had been practiced several times in previous lessons with no incident. The aircraft flight manual has specific procedures when practicing this maneuver for training purposes rather than for a real abnormal situation. That checklist was run directly from the aircraft flight manual. Upon completion of the maneuver on this day; the emergency gear extension system was properly stowed and circuit breaker reset. The gear retracted properly and normally after the emergency system was stowed and secured. The flight continued to the incident airport for practice takeoffs and landings. In the traffic pattern the approach and landing checklists were run including the 'gumps' check (gas-undercarriage-mixture-prop-switches.) no indication of any abnormalities were found or heard. During the landing; the gear horn did not activate either with the throttle position at idle; which did not give any suspicion of an abnormality of the landing gear still up. This warning horn also activates if the flaps are at 25 degrees with the landing gear up. The flaps were set to 25 degrees and still the horn did not activate. Thus; cockpit condition and indication showed normal. It wasn't until the aft section of the fuselage contacted the runway surface that the problem was discovered. To prevent further risk to people and property; the aircraft was flown back onto the runway for a belly landing; because it was unknown if there was now propeller damage. After emergency evacuation procedures were completed and the aircraft was secured; pictures were taken of the condition of the landing gear system in the cockpit for evidence (gear lever down; circuit breakers in; flaps set.) also; the landing gear was slightly dropped out from the wheel wells as it sat on its belly on the runway. As the airplane was hoisted up; the wheels continued to freefall into their down position. It is possible that during the emergency gear extension procedure that something did not stow or secure properly which caused the abnormal landing situation. In the future another double check after training and operating this abnormal emergency landing gear extension procedure should be had; particularly if at a towered airport where they can verify the wheels are down. This is particularly true in a low-wing aircraft where no visual inspection of the wheels can be completed; unlike in a high wing aircraft where visual inspection can also be verified.

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Original NASA ASRS Text

Title: PA32 instructor pilot reported practicing an emergency gear extension with a student then reset the system back to normal. On the next landing the gear did not extend with the gear handle down; but there were no cockpit indications that the gear was up and a belly landing ensued.

Narrative: During a routine training flight; emergency landing gear extension procedures were being practiced in a Piper Saratoga. This procedure had been practiced several times in previous lessons with no incident. The aircraft flight manual has specific procedures when practicing this maneuver for training purposes rather than for a real abnormal situation. That checklist was run directly from the Aircraft Flight Manual. Upon completion of the maneuver on this day; the emergency gear extension system was properly stowed and circuit breaker reset. The gear retracted properly and normally after the emergency system was stowed and secured. The flight continued to the incident airport for practice takeoffs and landings. In the traffic pattern the approach and landing checklists were run including the 'GUMPS' check (Gas-Undercarriage-Mixture-Prop-Switches.) No indication of any abnormalities were found or heard. During the landing; the gear horn did not activate either with the throttle position at idle; which did not give any suspicion of an abnormality of the landing gear still up. This warning horn also activates if the flaps are at 25 degrees with the landing gear up. The flaps were set to 25 degrees and still the horn did not activate. Thus; cockpit condition and indication showed normal. It wasn't until the aft section of the fuselage contacted the runway surface that the problem was discovered. To prevent further risk to people and property; the aircraft was flown back onto the runway for a belly landing; because it was unknown if there was now propeller damage. After emergency evacuation procedures were completed and the aircraft was secured; pictures were taken of the condition of the landing gear system in the cockpit for evidence (gear lever down; circuit breakers in; flaps set.) Also; the landing gear was slightly dropped out from the wheel wells as it sat on its belly on the runway. As the airplane was hoisted up; the wheels continued to freefall into their down position. It is possible that during the emergency gear extension procedure that something did not stow or secure properly which caused the abnormal landing situation. In the future another double check after training and operating this abnormal emergency landing gear extension procedure should be had; particularly if at a towered airport where they can verify the wheels are down. This is particularly true in a low-wing aircraft where no visual inspection of the wheels can be completed; unlike in a high wing aircraft where visual inspection can also be verified.

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.