Narrative:

I went to pontiac to regain my multi engine currency. For about 45 mins, I observed a multi engine student in simulator. I then received dual instruction in a flight simulator for approximately 1/2 hour. In the simulator, I shot 2 ILS approachs. The first approach was a missed approach. The second approach was a successful approach to a full stop landing. The other multi engine student took off from pontiac and flew for a period of approximately 1 hour and landed at flint. During that time, the instrument put the student through a # of different exercises, including approachs, takeoffs and lndgs. The student stopped the aircraft and I moved from the back seat to the front seat, and the student vice-versa. The flight instrument remained in the right, front seat. We departed flint on runway 27, right traffic and entered the downwind. During this time, the instrument was discussing irrelevant issues with the other student, who was in the back seat, on a separate intercom system. I could only hear half of the discussion. We then turned base and final and at that time the aircraft appeared to be high. Power was reduced to idle, gear and full flaps were extended. The wind was estimated to be 15 KTS, gusting, from approximately 240 degrees. Blue line was maintained until approximately 50' above the ground, at which time the throttles were closed and the aircraft landed short of the end of the runway by approximately 3'. Upon landing the right main impacted the runway, which was above the surrounding grass. This impact sheared the right main gear. The aircraft then collapsed to the remaining strut, wingtip and propeller. The throttles were fully closed. Mixture was moved to idle cutoff. Propeller levers were pulled to feather. The aircraft was shut down and exited by all 3 individuals. No injuries occurred. The evaluation of the human performance follows: the cause of the incident was failure to maintain proper speed, closure of throttles too high above the ground and gusty wind, which all resulted in a higher sink rate than anticipated. This was compounded by the flight instrument's lack of direction and conversation with the student in the back seat of the aircraft and not exiting the aircraft to change seats. This did not reinforce the wind conditions. Supplemental information from acn 159147: the commercial pilot throughout final stated, 'I've got it, I've got it,' and the aircraft hit harder than usual. To prevent a recurrence when there is more than 1 pilot on board an aircraft. Always know and make it be known who is PIC of the aircraft. Also make sure the PIC is current in the aircraft type.

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Original NASA ASRS Text

Title: SMA TWIN PLT RECEIVING DUAL INSTRUCTION FOR MULTI ENGINE REFRESHER LNDG SHORT CAUSING LNDG GEAR COLLAPSE.

Narrative: I WENT TO PONTIAC TO REGAIN MY MULTI ENG CURRENCY. FOR ABOUT 45 MINS, I OBSERVED A MULTI ENG STUDENT IN SIMULATOR. I THEN RECEIVED DUAL INSTRUCTION IN A FLT SIMULATOR FOR APPROX 1/2 HR. IN THE SIMULATOR, I SHOT 2 ILS APCHS. THE FIRST APCH WAS A MISSED APCH. THE SECOND APCH WAS A SUCCESSFUL APCH TO A FULL STOP LNDG. THE OTHER MULTI ENG STUDENT TOOK OFF FROM PONTIAC AND FLEW FOR A PERIOD OF APPROX 1 HR AND LANDED AT FLINT. DURING THAT TIME, THE INSTR PUT THE STUDENT THROUGH A # OF DIFFERENT EXERCISES, INCLUDING APCHS, TKOFS AND LNDGS. THE STUDENT STOPPED THE ACFT AND I MOVED FROM THE BACK SEAT TO THE FRONT SEAT, AND THE STUDENT VICE-VERSA. THE FLT INSTR REMAINED IN THE RIGHT, FRONT SEAT. WE DEPARTED FLINT ON RWY 27, RIGHT TFC AND ENTERED THE DOWNWIND. DURING THIS TIME, THE INSTR WAS DISCUSSING IRRELEVANT ISSUES WITH THE OTHER STUDENT, WHO WAS IN THE BACK SEAT, ON A SEPARATE INTERCOM SYS. I COULD ONLY HEAR HALF OF THE DISCUSSION. WE THEN TURNED BASE AND FINAL AND AT THAT TIME THE ACFT APPEARED TO BE HIGH. PWR WAS REDUCED TO IDLE, GEAR AND FULL FLAPS WERE EXTENDED. THE WIND WAS ESTIMATED TO BE 15 KTS, GUSTING, FROM APPROX 240 DEGS. BLUE LINE WAS MAINTAINED UNTIL APPROX 50' ABOVE THE GND, AT WHICH TIME THE THROTTLES WERE CLOSED AND THE ACFT LANDED SHORT OF THE END OF THE RWY BY APPROX 3'. UPON LNDG THE RIGHT MAIN IMPACTED THE RWY, WHICH WAS ABOVE THE SURROUNDING GRASS. THIS IMPACT SHEARED THE RIGHT MAIN GEAR. THE ACFT THEN COLLAPSED TO THE REMAINING STRUT, WINGTIP AND PROP. THE THROTTLES WERE FULLY CLOSED. MIXTURE WAS MOVED TO IDLE CUTOFF. PROP LEVERS WERE PULLED TO FEATHER. THE ACFT WAS SHUT DOWN AND EXITED BY ALL 3 INDIVIDUALS. NO INJURIES OCCURRED. THE EVALUATION OF THE HUMAN PERFORMANCE FOLLOWS: THE CAUSE OF THE INCIDENT WAS FAILURE TO MAINTAIN PROPER SPD, CLOSURE OF THROTTLES TOO HIGH ABOVE THE GND AND GUSTY WIND, WHICH ALL RESULTED IN A HIGHER SINK RATE THAN ANTICIPATED. THIS WAS COMPOUNDED BY THE FLT INSTR'S LACK OF DIRECTION AND CONVERSATION WITH THE STUDENT IN THE BACK SEAT OF THE ACFT AND NOT EXITING THE ACFT TO CHANGE SEATS. THIS DID NOT REINFORCE THE WIND CONDITIONS. SUPPLEMENTAL INFO FROM ACN 159147: THE COMMERCIAL PLT THROUGHOUT FINAL STATED, 'I'VE GOT IT, I'VE GOT IT,' AND THE ACFT HIT HARDER THAN USUAL. TO PREVENT A RECURRENCE WHEN THERE IS MORE THAN 1 PLT ON BOARD AN ACFT. ALWAYS KNOW AND MAKE IT BE KNOWN WHO IS PIC OF THE ACFT. ALSO MAKE SURE THE PIC IS CURRENT IN THE ACFT TYPE.

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.