Narrative:

I was conducting an aircraft chkout for 2 air carrier pilots. It was a local area flight with clear skies and unrestr visibility. After a normal takeoff at XX00 local from the aura valley airport we climbed up to 5500 ft MSL for upper air work. After completing steep turns, slow flight and stalls, I initiated a simulated engine failure by reducing the throttle to approximately 12 inches manifold pressure. The pilot started his engine out procedures, omitting the electric fuel pump. Because he forgot it, I pointed to it and told him that I would have turned it on during a real engine failure. I then said the engine failed to restart and was demonstrating the positive effects of pulling the propeller back. I did not hear him say that he would like to try it again. As I was bringing the propeller back up to recover, he started to do the immediate action items. I did not see him actually turn on the electric fuel pump, as my attention was focused on slowly bringing the propeller up. I said 'recover' and then noticed that the pump was on. I immediately turned it off and told him we only simulate turning it on. He turned it back on stating that I said to turn it on. I again turned it back off and told him to simulate only. I again told him to recover. This time we were down to 1500 ft AGL. He advanced the throttle and, seeing no power, announced this fact to me. I then started my own, now real, engine out procedures, but to no avail. I took the controls, now focusing on landing on the only viable landing spot, a dirt road, the renter pilot had turned to during the initial simulated engine out. I had tall trees directly in front of me, lining the right side of the road. I stretched my glide with the gear up, waiting until I knew I would clear the trees and not stalling out. As I cleared the trees, I dropped the gear, hoping to get it down on the dirt road and before hitting wires directly in front of me that crossed the road. I touched down in a nose high flare. However, the gear had not yet locked down and they folded up on touchdown. The left wing hit a berm lining the road and spun the aircraft 90 degrees coming to a rest perpendicular in the middle of the road. I instructed the renter pilot to secure the airplane while I attempted a call to unicom. This proved unsuccessful, so the 3 of us egressed the aircraft. There were no injuries and damage was minimal. I'm certain that even though they spoke good english, the language barrier helped in misunderstanding my instructions pertaining to the use of the electric fuel pump. Additionally, we were not wearing headsets and with the noise of the cockpit, even at a manifold pressure of 12 inches probably added to the confusion of my statements. Finally, because of their high flight times, being regional jet pilots, and experience in F33 bonanzas, I did not thoroughly brief them during the preflight. Had I done so on the ground, regardless of their experience, this event might not have happened. Callback conversation with reporter revealed the following information: the FAA NTSB personnel declared this to be an incident according to the reporter. The reporter said that when the student pilot turned on the electric fuel pump, as the instructor was demonstrating the effect of pulling the propeller back, the engine flooded and quit. There was not enough time to clear the engine and restart it so the instructor set up a forced landing. Other than the gear not quite extending, the landing was successful. The aircraft is now repaired and flying again. The company sold the bonanza to another operator. The company has changed its procedures and no longer conducts training with a series of demonstrations without an intervening recovery. The FAA imposed no penalty on the instructor of the company.

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Original NASA ASRS Text

Title: INFLT ENG SHUTDOWN -- INSTRUCTOR PLT DEMONSTRATING ENG FAILURE RESTART PROC TO 2 ACR PLTS HAS THE ENG QUIT.

Narrative: I WAS CONDUCTING AN ACFT CHKOUT FOR 2 ACR PLTS. IT WAS A LCL AREA FLT WITH CLR SKIES AND UNRESTR VISIBILITY. AFTER A NORMAL TKOF AT XX00 LCL FROM THE AURA VALLEY ARPT WE CLBED UP TO 5500 FT MSL FOR UPPER AIR WORK. AFTER COMPLETING STEEP TURNS, SLOW FLT AND STALLS, I INITIATED A SIMULATED ENG FAILURE BY REDUCING THE THROTTLE TO APPROX 12 INCHES MANIFOLD PRESSURE. THE PLT STARTED HIS ENG OUT PROCS, OMITTING THE ELECTRIC FUEL PUMP. BECAUSE HE FORGOT IT, I POINTED TO IT AND TOLD HIM THAT I WOULD HAVE TURNED IT ON DURING A REAL ENG FAILURE. I THEN SAID THE ENG FAILED TO RESTART AND WAS DEMONSTRATING THE POSITIVE EFFECTS OF PULLING THE PROP BACK. I DID NOT HEAR HIM SAY THAT HE WOULD LIKE TO TRY IT AGAIN. AS I WAS BRINGING THE PROP BACK UP TO RECOVER, HE STARTED TO DO THE IMMEDIATE ACTION ITEMS. I DID NOT SEE HIM ACTUALLY TURN ON THE ELECTRIC FUEL PUMP, AS MY ATTN WAS FOCUSED ON SLOWLY BRINGING THE PROP UP. I SAID 'RECOVER' AND THEN NOTICED THAT THE PUMP WAS ON. I IMMEDIATELY TURNED IT OFF AND TOLD HIM WE ONLY SIMULATE TURNING IT ON. HE TURNED IT BACK ON STATING THAT I SAID TO TURN IT ON. I AGAIN TURNED IT BACK OFF AND TOLD HIM TO SIMULATE ONLY. I AGAIN TOLD HIM TO RECOVER. THIS TIME WE WERE DOWN TO 1500 FT AGL. HE ADVANCED THE THROTTLE AND, SEEING NO PWR, ANNOUNCED THIS FACT TO ME. I THEN STARTED MY OWN, NOW REAL, ENG OUT PROCS, BUT TO NO AVAIL. I TOOK THE CTLS, NOW FOCUSING ON LNDG ON THE ONLY VIABLE LNDG SPOT, A DIRT ROAD, THE RENTER PLT HAD TURNED TO DURING THE INITIAL SIMULATED ENG OUT. I HAD TALL TREES DIRECTLY IN FRONT OF ME, LINING THE R SIDE OF THE ROAD. I STRETCHED MY GLIDE WITH THE GEAR UP, WAITING UNTIL I KNEW I WOULD CLR THE TREES AND NOT STALLING OUT. AS I CLRED THE TREES, I DROPPED THE GEAR, HOPING TO GET IT DOWN ON THE DIRT ROAD AND BEFORE HITTING WIRES DIRECTLY IN FRONT OF ME THAT CROSSED THE ROAD. I TOUCHED DOWN IN A NOSE HIGH FLARE. HOWEVER, THE GEAR HAD NOT YET LOCKED DOWN AND THEY FOLDED UP ON TOUCHDOWN. THE L WING HIT A BERM LINING THE ROAD AND SPUN THE ACFT 90 DEGS COMING TO A REST PERPENDICULAR IN THE MIDDLE OF THE ROAD. I INSTRUCTED THE RENTER PLT TO SECURE THE AIRPLANE WHILE I ATTEMPTED A CALL TO UNICOM. THIS PROVED UNSUCCESSFUL, SO THE 3 OF US EGRESSED THE ACFT. THERE WERE NO INJURIES AND DAMAGE WAS MINIMAL. I'M CERTAIN THAT EVEN THOUGH THEY SPOKE GOOD ENGLISH, THE LANGUAGE BARRIER HELPED IN MISUNDERSTANDING MY INSTRUCTIONS PERTAINING TO THE USE OF THE ELECTRIC FUEL PUMP. ADDITIONALLY, WE WERE NOT WEARING HEADSETS AND WITH THE NOISE OF THE COCKPIT, EVEN AT A MANIFOLD PRESSURE OF 12 INCHES PROBABLY ADDED TO THE CONFUSION OF MY STATEMENTS. FINALLY, BECAUSE OF THEIR HIGH FLT TIMES, BEING REGIONAL JET PLTS, AND EXPERIENCE IN F33 BONANZAS, I DID NOT THOROUGHLY BRIEF THEM DURING THE PREFLT. HAD I DONE SO ON THE GND, REGARDLESS OF THEIR EXPERIENCE, THIS EVENT MIGHT NOT HAVE HAPPENED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FAA NTSB PERSONNEL DECLARED THIS TO BE AN INCIDENT ACCORDING TO THE RPTR. THE RPTR SAID THAT WHEN THE STUDENT PLT TURNED ON THE ELECTRIC FUEL PUMP, AS THE INSTRUCTOR WAS DEMONSTRATING THE EFFECT OF PULLING THE PROP BACK, THE ENG FLOODED AND QUIT. THERE WAS NOT ENOUGH TIME TO CLR THE ENG AND RESTART IT SO THE INSTRUCTOR SET UP A FORCED LNDG. OTHER THAN THE GEAR NOT QUITE EXTENDING, THE LNDG WAS SUCCESSFUL. THE ACFT IS NOW REPAIRED AND FLYING AGAIN. THE COMPANY SOLD THE BONANZA TO ANOTHER OPERATOR. THE COMPANY HAS CHANGED ITS PROCS AND NO LONGER CONDUCTS TRAINING WITH A SERIES OF DEMONSTRATIONS WITHOUT AN INTERVENING RECOVERY. THE FAA IMPOSED NO PENALTY ON THE INSTRUCTOR OF THE COMPANY.

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.