A BE76 duchess landed wheels up on a training flight.

Attributes
ACN	340944
Time
Date	199607
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : hqz
State Reference	TX
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Duchess 76
Operating Under FAR Part	Part 91
Flight Phase	descent : approach landing other
Route In Use	approach : straight in
Flight Plan	None
Person 1
Affiliation	Other
Function	flight crew : single pilot instruction : instructor
Qualification	pilot : cfi pilot : commercial pilot : instrument
Experience	flight time last 90 days : 200 flight time total : 1100
ASRS Report	340944
Person 2
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private pilot : instrument
Events
Anomaly	conflict : ground critical non adherence : published procedure other anomaly other other spatial deviation
Independent Detector	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:

This incident occurred during a partial panel (navigation #1 inoperative and directional gyro inoperative), single engine localizer only approach. My student was the PF. Upon reaching FAF, the landing gear was lowered by the student and reported '3 green, down and locked' and was verbally verified by myself, and a 700 FPM descent rate was established to MDA at which leveloff was initiated. Local altimeter setting was obtained through airport advisory prior to doing the approach. Approximately 10 seconds prior to the published missed approach, the student was requested to initiate a go around. This was requested of the student to demonstrate the aircraft's inability to climb as vxse/vyse (85 KTS). At 85 KTS, aircraft demonstrated approximately 100 FPM descent rate due to high ambient air temperature and decreased engine performance. The student was shown the aircraft's lack of climb performance and told to abort the go around and land. The go around procedure is full power on operation engine, gear up, and established vx/vyse. While I was performing radio communications on advisory frequency, the student was preparing the aircraft to land. The aircraft was positioned on the extended centerline, at the missed approach. The student retarded power on the operation (left) engine and lowered flaps to 35 degrees, propellers were advanced full forward, mixture and fuel selectors checked 'rich' and 'on.' I was not aware that the gear was still stowed. Neither myself nor my student, at any point during the flight, recall hearing a gear unsafe horn. The propellers came in contact with the ground and I began shutting the engines down. The aircraft landed gear up, centerline was maintained with rudder, and shut down and secured when it came to rest. No injuries had occurred. Factors contributing to this incident were: 1) inadequate instructor supervision during a critical phase of flight. 2) the student, rated in the aircraft, failed to properly prepare the aircraft to land. 3) inoperative or inaudible gear warning horn, headsets were used. 4) the ambient air temperature may have caused fatigue to both myself and my student.

Original NASA ASRS Text

Title: A BE76 DUCHESS LANDED WHEELS UP ON A TRAINING FLT.

Narrative: THIS INCIDENT OCCURRED DURING A PARTIAL PANEL (NAV #1 INOP AND DIRECTIONAL GYRO INOP), SINGLE ENG LOC ONLY APCH. MY STUDENT WAS THE PF. UPON REACHING FAF, THE LNDG GEAR WAS LOWERED BY THE STUDENT AND RPTED '3 GREEN, DOWN AND LOCKED' AND WAS VERBALLY VERIFIED BY MYSELF, AND A 700 FPM DSCNT RATE WAS ESTABLISHED TO MDA AT WHICH LEVELOFF WAS INITIATED. LCL ALTIMETER SETTING WAS OBTAINED THROUGH ARPT ADVISORY PRIOR TO DOING THE APCH. APPROX 10 SECONDS PRIOR TO THE PUBLISHED MISSED APCH, THE STUDENT WAS REQUESTED TO INITIATE A GAR. THIS WAS REQUESTED OF THE STUDENT TO DEMONSTRATE THE ACFT'S INABILITY TO CLB AS VXSE/VYSE (85 KTS). AT 85 KTS, ACFT DEMONSTRATED APPROX 100 FPM DSCNT RATE DUE TO HIGH AMBIENT AIR TEMP AND DECREASED ENG PERFORMANCE. THE STUDENT WAS SHOWN THE ACFT'S LACK OF CLB PERFORMANCE AND TOLD TO ABORT THE GAR AND LAND. THE GAR PROC IS FULL PWR ON OP ENG, GEAR UP, AND ESTABLISHED VX/VYSE. WHILE I WAS PERFORMING RADIO COMS ON ADVISORY FREQ, THE STUDENT WAS PREPARING THE ACFT TO LAND. THE ACFT WAS POSITIONED ON THE EXTENDED CTRLINE, AT THE MISSED APCH. THE STUDENT RETARDED PWR ON THE OP (L) ENG AND LOWERED FLAPS TO 35 DEGS, PROPS WERE ADVANCED FULL FORWARD, MIXTURE AND FUEL SELECTORS CHKED 'RICH' AND 'ON.' I WAS NOT AWARE THAT THE GEAR WAS STILL STOWED. NEITHER MYSELF NOR MY STUDENT, AT ANY POINT DURING THE FLT, RECALL HEARING A GEAR UNSAFE HORN. THE PROPS CAME IN CONTACT WITH THE GND AND I BEGAN SHUTTING THE ENGS DOWN. THE ACFT LANDED GEAR UP, CTRLINE WAS MAINTAINED WITH RUDDER, AND SHUT DOWN AND SECURED WHEN IT CAME TO REST. NO INJURIES HAD OCCURRED. FACTORS CONTRIBUTING TO THIS INCIDENT WERE: 1) INADEQUATE INSTRUCTOR SUPERVISION DURING A CRITICAL PHASE OF FLT. 2) THE STUDENT, RATED IN THE ACFT, FAILED TO PROPERLY PREPARE THE ACFT TO LAND. 3) INOP OR INAUDIBLE GEAR WARNING HORN, HEADSETS WERE USED. 4) THE AMBIENT AIR TEMP MAY HAVE CAUSED FATIGUE TO BOTH MYSELF AND MY STUDENT.

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.