Narrative:

It was the student's first day doing simulated engine failures in a light multi engine airplane. The student had been previously trained on maneuvering with an inoperative engine in VFR conditions. I had the student under the hood and we had commenced a practice ILS approach into ZZZ. At the FAF I had noticed that the student had not put the gear down. I figured the student had elected to wait until we were closer to drop the gear for performance reasons. When we got closer to the airport on a 3 mile final tower informed me that there was landing traffic on the crossing runway and to expect my clearance on short final. This diverted a lot of my attention as the instructor making sure we would remain clear of traffic in the congested traffic pattern and that we would get our clearance. The student was also having a hard time maintaining control of the plane with one engine due to the fact that he was not yet used to the added rudder pressure. So I was also helping him with that to a large extent. We finally received our clearance just before we crossed the threshold of the runway as the crossing runway traffic passed through the intersection. At that point my attention was diverted to making sure the student maintained control through landing. As we started to flare tower called gear up go around. I applied power and configured for a go around. By the time I had realized that the props hit the ground it was too late to abort on the runway. I got the aircraft climbing and circled to land on the runway. We dropped the gear and made a landing at ZZZ and were able to taxi in on our own power. Since the incident I have found myself putting my finger on the dash any time the student is forgetting gear or choosing to leave it up for performance. This forces me to think of why my finger is in an unusual position and reminds me of the configuration of the aircraft during critical phases of flight. Furthermore I have been making it a point to make gear callouts more frequently on the approach than I did before. I used to call it out once at the FAF and once when I dropped the gear. Now I am making the callout 3 or 4 times during the approach. Once in the decent briefing. Again at the FAF and at least 2 times on the final. However the big lesson I took away from this incident was that I should have just elected to go on a missed approach and discontinue the practice approach when I learned about the traffic situation at ZZZ.

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Original NASA ASRS Text

Title: Diamond DA-42 flight instructor reported on final approach they neglected to lower the landing gear.

Narrative: It was the student's first day doing simulated engine failures in a light multi engine airplane. The student had been previously trained on maneuvering with an INOP engine in VFR conditions. I had the student under the hood and we had commenced a practice ILS approach into ZZZ. At the FAF I had noticed that the student had not put the gear down. I figured the student had elected to wait until we were closer to drop the gear for performance reasons. When we got closer to the airport on a 3 mile final Tower informed me that there was landing traffic on the crossing runway and to expect my clearance on short final. This diverted a lot of my attention as the instructor making sure we would remain clear of traffic in the congested traffic pattern and that we would get our clearance. The student was also having a hard time maintaining control of the plane with one engine due to the fact that he was not yet used to the added rudder pressure. So I was also helping him with that to a large extent. We finally received our clearance just before we crossed the threshold of the runway as the crossing runway traffic passed through the intersection. At that point my attention was diverted to making sure the student maintained control through landing. As we started to flare tower called gear up go around. I applied power and configured for a go around. By the time I had realized that the props hit the ground it was too late to abort on the runway. I got the aircraft climbing and circled to land on the runway. We dropped the gear and made a landing at ZZZ and were able to taxi in on our own power. Since the incident I have found myself putting my finger on the dash any time the student is forgetting gear or choosing to leave it up for performance. This forces me to think of why my finger is in an unusual position and reminds me of the configuration of the aircraft during critical phases of flight. Furthermore I have been making it a point to make gear callouts more frequently on the approach than I did before. I used to call it out once at the FAF and once when I dropped the gear. Now I am making the callout 3 or 4 times during the approach. Once in the decent briefing. Again at the FAF and at least 2 times on the final. However the big lesson I took away from this incident was that I should have just elected to go on a missed approach and discontinue the practice approach when I learned about the traffic situation at ZZZ.

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.