Narrative:

I had activated the VASI system (pilot controled) to give myself and the owner of the plane a reference as to our approach path in reference to the runway. I had decided to pull an engine on him as soon as we had turned final, which I did. We were just below the desired glide path (top = red/bottom = pink). The pilot retracted the gear and flaps, and since there was time, went through identing the engine with simulating feather. I then gave him 0 thrust (right engine out). We arrived at the runway threshold at approximately 30-40 ft AGL. The owner had his hand on the gear handle and put it in the down position (not neutral). I did confirm the gear going down with the gear motion noise. At 0 thrust time I notified him he had both engines if he needed them. While over the runway, he began to have pilot induced roll oscillations (piro). Because of the noise of the gear warning horn I could not determine the position of the gear in the extension (extending) mode so I informed the owner that I was giving him flaps (with the idea that it might help him stabilize the aircraft plus give time for the gear to fully extend. He became uncomfortable with the situation and started a go around. After climbing to approximately 50 ft AGL, I advised him to stabilize the aircraft over the runway and proceed with a normal landing. Wind was blowing 30-35 KTS and approximately 10 degrees to left of runway centerline. He stabilized the aircraft and simultaneously but slowly retarded the throttles and lowered the nose. He made a normal and stabilized flare. We touched down approximately 10 ft left of center with gear fully retracted. The gear horn did not activate until it was too late (we were already scraping). I think he retracted the gear in the go around and I didn't catch it. Since we had enough power applied at the point of touchdown, the horn didn't activate. Flaps were still down, full or half, I'm not sure as I retracted them during the last few seconds prior to stopping thinking it might help a little to prevent further damage to them and the rest of the aircraft (probably incorrect). Factors affecting my performance. 1) death of my son 3 months earlier. 2)remarriage approximately 3 1/2 months earlier. 3) recent contract to purchase a home. 4) slight headache. Something that might have helped would be a radar altimeter tied in with gear handle and warning light more plainly visible on the dash with a synthesized voice saying 'gear is still up' when below 30-40 ft AGL. This aircraft had a very loud and irritating horn, but it wasn't able to do its job. It sounds too much like a stall warning horn.

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Original NASA ASRS Text

Title: A FLT INSTRUCTOR IN AN SMT TWIN CAUSED HIS STUDENT TO HAVE A GEAR UP LNDG BY COMPOUNDING PROB UPON PROB ON FINAL APCH.

Narrative: I HAD ACTIVATED THE VASI SYS (PLT CTLED) TO GIVE MYSELF AND THE OWNER OF THE PLANE A REF AS TO OUR APCH PATH IN REF TO THE RWY. I HAD DECIDED TO PULL AN ENG ON HIM AS SOON AS WE HAD TURNED FINAL, WHICH I DID. WE WERE JUST BELOW THE DESIRED GLIDE PATH (TOP = RED/BOTTOM = PINK). THE PLT RETRACTED THE GEAR AND FLAPS, AND SINCE THERE WAS TIME, WENT THROUGH IDENTING THE ENG WITH SIMULATING FEATHER. I THEN GAVE HIM 0 THRUST (R ENG OUT). WE ARRIVED AT THE RWY THRESHOLD AT APPROX 30-40 FT AGL. THE OWNER HAD HIS HAND ON THE GEAR HANDLE AND PUT IT IN THE DOWN POS (NOT NEUTRAL). I DID CONFIRM THE GEAR GOING DOWN WITH THE GEAR MOTION NOISE. AT 0 THRUST TIME I NOTIFIED HIM HE HAD BOTH ENGS IF HE NEEDED THEM. WHILE OVER THE RWY, HE BEGAN TO HAVE PLT INDUCED ROLL OSCILLATIONS (PIRO). BECAUSE OF THE NOISE OF THE GEAR WARNING HORN I COULD NOT DETERMINE THE POS OF THE GEAR IN THE EXTENSION (EXTENDING) MODE SO I INFORMED THE OWNER THAT I WAS GIVING HIM FLAPS (WITH THE IDEA THAT IT MIGHT HELP HIM STABILIZE THE ACFT PLUS GIVE TIME FOR THE GEAR TO FULLY EXTEND. HE BECAME UNCOMFORTABLE WITH THE SIT AND STARTED A GAR. AFTER CLBING TO APPROX 50 FT AGL, I ADVISED HIM TO STABILIZE THE ACFT OVER THE RWY AND PROCEED WITH A NORMAL LNDG. WIND WAS BLOWING 30-35 KTS AND APPROX 10 DEGS TO L OF RWY CTRLINE. HE STABILIZED THE ACFT AND SIMULTANEOUSLY BUT SLOWLY RETARDED THE THROTTLES AND LOWERED THE NOSE. HE MADE A NORMAL AND STABILIZED FLARE. WE TOUCHED DOWN APPROX 10 FT L OF CTR WITH GEAR FULLY RETRACTED. THE GEAR HORN DID NOT ACTIVATE UNTIL IT WAS TOO LATE (WE WERE ALREADY SCRAPING). I THINK HE RETRACTED THE GEAR IN THE GAR AND I DIDN'T CATCH IT. SINCE WE HAD ENOUGH PWR APPLIED AT THE POINT OF TOUCHDOWN, THE HORN DIDN'T ACTIVATE. FLAPS WERE STILL DOWN, FULL OR HALF, I'M NOT SURE AS I RETRACTED THEM DURING THE LAST FEW SECONDS PRIOR TO STOPPING THINKING IT MIGHT HELP A LITTLE TO PREVENT FURTHER DAMAGE TO THEM AND THE REST OF THE ACFT (PROBABLY INCORRECT). FACTORS AFFECTING MY PERFORMANCE. 1) DEATH OF MY SON 3 MONTHS EARLIER. 2)REMARRIAGE APPROX 3 1/2 MONTHS EARLIER. 3) RECENT CONTRACT TO PURCHASE A HOME. 4) SLIGHT HEADACHE. SOMETHING THAT MIGHT HAVE HELPED WOULD BE A RADAR ALTIMETER TIED IN WITH GEAR HANDLE AND WARNING LIGHT MORE PLAINLY VISIBLE ON THE DASH WITH A SYNTHESIZED VOICE SAYING 'GEAR IS STILL UP' WHEN BELOW 30-40 FT AGL. THIS ACFT HAD A VERY LOUD AND IRRITATING HORN, BUT IT WASN'T ABLE TO DO ITS JOB. IT SOUNDS TOO MUCH LIKE A STALL WARNING HORN.

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.