Narrative:

I was PIC supervising a trainee on an far 135 cargo only flight. Trainee was manipulating the controls. Nearing our destination airport (about 10 to 15 miles out) my trainee reported the airport in-sight to approach control anticipating being cleared for a visual approach via the right downwind for runway xx. When the visual approach clearance did not come; I suggested we cancel our IFR flight plan and start our descent because we were still at cruise altitude and needed to descend over 6000 feet to enter the pattern. Approach control acknowledged our IFR cancellation and instructed us to enter the right downwind for runway xx and contact the tower. Trainee contacted the tower; reported we were VFR entering the right downwind for runway xx; but also asked if runway xy was available. The tower responded with 'cleared to land runway xy'. This compounded the altitude we needed to descend so I suggested a no flap approach and landing (a training event we were going to complete later in the day). Trainee reduced power and increased propeller right.P.M. To full. This increased drag to aid in our descent but also increases ambient noise in the cockpit which produces air noise through our voice activated intercom. Another power reduction was made and we eventually captured the glideslope for the ILS approach for runway xy. I estimate we were stabilized on the glideslope at our target airspeed for the remaining 5 miles to the airport. I watched my trainee pickup and read the zero flap landing checklist and stow it. Unfortunately neither of us utilized the before landing checklist and we landed with the gear in the retracted position. I learned later that a gear warning horn that would have alerted us that the gear was not in the down position was silenced by my trainee when it sounded after the first or second power reduction. A normal procedure for a normal approach and landing but not for a zero flap landing. Touchdown inattentive supervision disbelief I need more time to think about that. 1. I should have turned off the cabin heat to increase my alertness. 2. I should have refused the rwy xy landing clearance and continued onto the downwind for rwy xx 3. I should have turned down the squelch on the intercom to resume normal communications with my trainee. 4. Sunglasses may have helped instead of using my hand to block the rising sun that was in the direction of my trainee.

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Original NASA ASRS Text

Title: BE99 flight crew reported a gear up landing while training; as a result of inattentive supervision and an incomplete abnormal procedures checklist.

Narrative: I was PIC supervising a Trainee on an FAR 135 Cargo only flight. Trainee was manipulating the controls. Nearing our destination airport (about 10 to 15 miles out) my Trainee reported the airport in-sight to approach control anticipating being cleared for a visual approach via the right downwind for runway XX. When the visual approach clearance did not come; I suggested we cancel our IFR flight plan and start our descent because we were still at cruise altitude and needed to descend over 6000 feet to enter the pattern. Approach control acknowledged our IFR cancellation and instructed us to enter the right downwind for runway XX and contact the tower. Trainee contacted the tower; reported we were VFR entering the right downwind for runway XX; but also asked if runway XY was available. The tower responded with 'Cleared to land Runway XY'. This compounded the altitude we needed to descend so I suggested a no flap approach and landing (A training event we were going to complete later in the day). Trainee reduced power and increased propeller R.P.M. to full. This increased drag to aid in our descent but also increases ambient noise in the cockpit which produces air noise through our voice activated intercom. Another power reduction was made and we eventually captured the glideslope for the ILS approach for runway XY. I estimate we were stabilized on the glideslope at our target airspeed for the remaining 5 miles to the airport. I watched my trainee pickup and read the ZERO FLAP LANDING checklist and stow it. Unfortunately neither of us utilized the BEFORE LANDING checklist and we landed with the gear in the retracted position. I learned later that a gear warning horn that would have alerted us that the gear was not in the down position was silenced by my trainee when it sounded after the first or second power reduction. A normal procedure for a normal approach and landing but not for a zero flap landing. Touchdown Inattentive supervision disbelief I need more time to think about that. 1. I should have turned off the cabin heat to increase my alertness. 2. I should have refused the Rwy XY landing clearance and continued onto the downwind for Rwy XX 3. I should have turned down the squelch on the intercom to resume normal communications with my trainee. 4. Sunglasses may have helped instead of using my hand to block the rising sun that was in the direction of my trainee.

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.