An instructor pilot landed an small aircraft wheels up while giving instruction.

Attributes
ACN	224491
Time
Date	199210
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : sgf
State Reference	MO
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : sgf
Operator	general aviation : personal
Make Model Name	Small Aircraft, Low Wing, 1 Eng, Retractable Gear
Flight Phase	descent : approach landing other
Flight Plan	VFR
Person 1
Affiliation	Other
Function	instruction : instructor
Qualification	pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 6500 flight time type : 200
ASRS Report	224491
Person 2
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private
Events
Anomaly	other anomaly other other spatial deviation
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	none taken : detected after the fact
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Aircraft owner or partner in aircraft asked to have some instruction in the small aircraft stating it had been a yr or 2 since he had flown the aircraft and he wanted an instructor to get him refamiliarized with the aircraft. I went over the pilot operator's handbook with him for 'V' speeds and continued on to the aircraft to practice area in the aircraft for about 30 to 45 mins of slow flight, min ctlable speed, with and without flaps and with gear up and gear down. His performance appeared satisfactory and I requested flaps up and gear up. I asked what he felt he needed the most help with and he advised he needed to do some radio work with the control tower and approach. He asked that I communication first with the controllers and we headed for springfield regional airport. I had trouble getting the radio to work properly apparently due to an old hand microphone that had not been used for quite some time. Other pilots of the aircraft had a headset and push- to-talk switch they had been using. By the time I made radio contact with approach, we were within 5 or 6 mi of the airport and we were advised to go to tower. While I was talking to tower, which I was having trouble hearing, I was trying to get the pilot to descend into pattern altitude some 1500 to 2000 ft lower than our present altitude. On downwind, I went through 'gump' and he acknowledged gas, undercarriage, mixture, and propeller. I was unaware that he raised the gear, not lowered the gear. At that time, the gear had never been raised after working in the practice area. When the throttle was retarded on final the gear warning horn went off. I called out final check -- gear down. He acknowledged 'gear lever down, gear down.' I looked down and confirmed the same. Not remembering lever up is actually gear down. Everything else I fly or work with is lever up gear up, lever down is gear down. How could this have been avoided? Do not assume a malfunction of the gear warning (that's what it's for). Do a go around and get a visual check from the tower.

Original NASA ASRS Text

Title: AN INSTRUCTOR PLT LANDED AN SMA WHEELS UP WHILE GIVING INSTRUCTION.

Narrative: ACFT OWNER OR PARTNER IN ACFT ASKED TO HAVE SOME INSTRUCTION IN THE SMA STATING IT HAD BEEN A YR OR 2 SINCE HE HAD FLOWN THE ACFT AND HE WANTED AN INSTRUCTOR TO GET HIM REFAMILIARIZED WITH THE ACFT. I WENT OVER THE PLT OPERATOR'S HANDBOOK WITH HIM FOR 'V' SPDS AND CONTINUED ON TO THE ACFT TO PRACTICE AREA IN THE ACFT FOR ABOUT 30 TO 45 MINS OF SLOW FLT, MIN CTLABLE SPD, WITH AND WITHOUT FLAPS AND WITH GEAR UP AND GEAR DOWN. HIS PERFORMANCE APPEARED SATISFACTORY AND I REQUESTED FLAPS UP AND GEAR UP. I ASKED WHAT HE FELT HE NEEDED THE MOST HELP WITH AND HE ADVISED HE NEEDED TO DO SOME RADIO WORK WITH THE CTL TWR AND APCH. HE ASKED THAT I COM FIRST WITH THE CTLRS AND WE HEADED FOR SPRINGFIELD REGIONAL ARPT. I HAD TROUBLE GETTING THE RADIO TO WORK PROPERLY APPARENTLY DUE TO AN OLD HAND MIKE THAT HAD NOT BEEN USED FOR QUITE SOME TIME. OTHER PLTS OF THE ACFT HAD A HEADSET AND PUSH- TO-TALK SWITCH THEY HAD BEEN USING. BY THE TIME I MADE RADIO CONTACT WITH APCH, WE WERE WITHIN 5 OR 6 MI OF THE ARPT AND WE WERE ADVISED TO GO TO TWR. WHILE I WAS TALKING TO TWR, WHICH I WAS HAVING TROUBLE HEARING, I WAS TRYING TO GET THE PLT TO DSND INTO PATTERN ALT SOME 1500 TO 2000 FT LOWER THAN OUR PRESENT ALT. ON DOWNWIND, I WENT THROUGH 'GUMP' AND HE ACKNOWLEDGED GAS, UNDERCARRIAGE, MIXTURE, AND PROP. I WAS UNAWARE THAT HE RAISED THE GEAR, NOT LOWERED THE GEAR. AT THAT TIME, THE GEAR HAD NEVER BEEN RAISED AFTER WORKING IN THE PRACTICE AREA. WHEN THE THROTTLE WAS RETARDED ON FINAL THE GEAR WARNING HORN WENT OFF. I CALLED OUT FINAL CHK -- GEAR DOWN. HE ACKNOWLEDGED 'GEAR LEVER DOWN, GEAR DOWN.' I LOOKED DOWN AND CONFIRMED THE SAME. NOT REMEMBERING LEVER UP IS ACTUALLY GEAR DOWN. EVERYTHING ELSE I FLY OR WORK WITH IS LEVER UP GEAR UP, LEVER DOWN IS GEAR DOWN. HOW COULD THIS HAVE BEEN AVOIDED? DO NOT ASSUME A MALFUNCTION OF THE GEAR WARNING (THAT'S WHAT IT'S FOR). DO A GAR AND GET A VISUAL CHK FROM THE TWR.

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.