Narrative:

After approximately 1.3 hours of a training flight covering commercial airwork (stalls, MCA, steep turns), my student and I flew to the cottonwood, az, airport for maximum performance lndgs and takeoffs. The student's first landing was exemplary. This as my second flight with this student, who has approximately 300 hours and is working on his commercial, single and multi-engine instrument ratings. On the second landing attempt, the student was so concerned with making another good landing that he became distracted and neglected to put down the gear. On very short final, all three occupants, myself, the pilot, and a student observer, heard the gear warning horn as the student made his final power reduction for the landing flare. The student applied full power for a go-around approximately one second before the tail skid hit the runway. After executing a go-around, we returned immediately for a landing. After engine shutdown, we discovered that the propeller tips on both engines were bent. The primary cause of this mishap was my failure to ensure that the gear was down. Factors contributing to this are as follows: lack of instructor/student understanding on the appropriate way to conduct the prelndg check. A false sense of confidence in the student resulting in his early exhibition of good plting technique. An over attentiveness to the T/D spot for the landing, and the possibility (or likelihood) that the gear warning horn was sounding but that we may have ignored its sound because of previous maneuvers in or airwork involving long periods at a reduced power setting. Af the purpose of this form is to enhance future safety efforts, my strongest impression is that an airworthiness directive requiring gear warning horns to be wired into headset/intercom systems. Again, if the gear warning horn sounded all the time on final, none of us noticed it. Wearing headsets, which attenuate outside noise, doesn't help this problem. New noise-cancelling headsets.

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Original NASA ASRS Text

Title: GA SMA STARTED LNDG FLARE WITH GEAR UP. WARNING HORN AND A SCRAPPING SOUND ALERTED THE PLTS AND A GAR WAS MADE. POSTFLT INSPECTION REVEALED PROP AND AFT FUSELAGE DAMAGE.

Narrative: AFTER APPROX 1.3 HRS OF A TRNING FLT COVERING COMMERCIAL AIRWORK (STALLS, MCA, STEEP TURNS), MY STUDENT AND I FLEW TO THE COTTONWOOD, AZ, ARPT FOR MAX PERFORMANCE LNDGS AND TKOFS. THE STUDENT'S FIRST LNDG WAS EXEMPLARY. THIS AS MY SECOND FLT WITH THIS STUDENT, WHO HAS APPROX 300 HRS AND IS WORKING ON HIS COMMERCIAL, SINGLE AND MULTI-ENG INSTRUMENT RATINGS. ON THE SECOND LNDG ATTEMPT, THE STUDENT WAS SO CONCERNED WITH MAKING ANOTHER GOOD LNDG THAT HE BECAME DISTRACTED AND NEGLECTED TO PUT DOWN THE GEAR. ON VERY SHORT FINAL, ALL THREE OCCUPANTS, MYSELF, THE PLT, AND A STUDENT OBSERVER, HEARD THE GEAR WARNING HORN AS THE STUDENT MADE HIS FINAL PWR REDUCTION FOR THE LNDG FLARE. THE STUDENT APPLIED FULL PWR FOR A GO-AROUND APPROX ONE SECOND BEFORE THE TAIL SKID HIT THE RWY. AFTER EXECUTING A GO-AROUND, WE RETURNED IMMEDIATELY FOR A LNDG. AFTER ENG SHUTDOWN, WE DISCOVERED THAT THE PROP TIPS ON BOTH ENGS WERE BENT. THE PRIMARY CAUSE OF THIS MISHAP WAS MY FAILURE TO ENSURE THAT THE GEAR WAS DOWN. FACTORS CONTRIBUTING TO THIS ARE AS FOLLOWS: LACK OF INSTRUCTOR/STUDENT UNDERSTANDING ON THE APPROPRIATE WAY TO CONDUCT THE PRELNDG CHK. A FALSE SENSE OF CONFIDENCE IN THE STUDENT RESULTING IN HIS EARLY EXHIBITION OF GOOD PLTING TECHNIQUE. AN OVER ATTENTIVENESS TO THE T/D SPOT FOR THE LNDG, AND THE POSSIBILITY (OR LIKELIHOOD) THAT THE GEAR WARNING HORN WAS SOUNDING BUT THAT WE MAY HAVE IGNORED ITS SOUND BECAUSE OF PREVIOUS MANEUVERS IN OR AIRWORK INVOLVING LONG PERIODS AT A REDUCED PWR SETTING. AF THE PURPOSE OF THIS FORM IS TO ENHANCE FUTURE SAFETY EFFORTS, MY STRONGEST IMPRESSION IS THAT AN AIRWORTHINESS DIRECTIVE REQUIRING GEAR WARNING HORNS TO BE WIRED INTO HEADSET/INTERCOM SYSTEMS. AGAIN, IF THE GEAR WARNING HORN SOUNDED ALL THE TIME ON FINAL, NONE OF US NOTICED IT. WEARING HEADSETS, WHICH ATTENUATE OUTSIDE NOISE, DOESN'T HELP THIS PROB. NEW NOISE-CANCELLING HEADSETS.

Data retrieved from NASA's ASRS site as of July 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.