Narrative:

This was a training flight in preparation for my commercial pilot flight test which was scheduled 4 days after this flight. After demonstrating the required aerial maneuvers, my instructor asked me to return to the airport to demonstrate the required performance takeoffs and lndgs. After successfully completing 2 touch and go's, the events leading to the gear up landing began. In the process of flying the third pattern, my instructor decided to simulate loss of elevator control by holding the yoke with his fist at the control panel and not allowing me to move it in and out. He started this approximately abeam touchdown on the downwind leg. He suggested that I use only 10 degree of flaps and use the throttle to control altitude. I trimmed the plane's elevator to give an airspeed of 70 KTS and put down 10 degree of flaps. A relatively high power setting was required to maintain altitude, probably about 20 inches of manifold pressure. The 172RG gear warning horn sounds below 15 inches manifold pressure or when 20 degree flaps are extended. Throughout the approach I received a constant stream of coaching from my instructor concerning the trim and power settings. As we reached the runway I reduced power and adjusted the elevator trim upward very quickly in order to flare for touchdown. I suspect the gear warning did sound as power as reduced, but I was so intent upon getting the trim up to prevent a nosewheel landing that I didn't hear it. Evidently my instructor had also become distraction by the scenario and didn't hear the warning either. The resulting gear up landing did not result in any injuries, but unfortunately did not have to happen. I was qualified to act as PIC of the aircraft and therefore was responsible for extending the gear. However, I was subject to a scenario created by my instructor, and I think that because he distraction me, he was also responsible for checking the gear. A flight instructor should never create a situation that distracts him to a point at which something like this happens.

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Original NASA ASRS Text

Title: PVT PLT PREPARING FOR COMMERCIAL CHK RIDE WITH INSTRUCTOR MAKE GEAR UP LNDG. LNDG TECHNIQUE. INSTRUCTING TECHNIQUE.

Narrative: THIS WAS A TRAINING FLT IN PREPARATION FOR MY COMMERCIAL PLT FLT TEST WHICH WAS SCHEDULED 4 DAYS AFTER THIS FLT. AFTER DEMONSTRATING THE REQUIRED AERIAL MANEUVERS, MY INSTRUCTOR ASKED ME TO RETURN TO THE ARPT TO DEMONSTRATE THE REQUIRED PERFORMANCE TKOFS AND LNDGS. AFTER SUCCESSFULLY COMPLETING 2 TOUCH AND GO'S, THE EVENTS LEADING TO THE GEAR UP LNDG BEGAN. IN THE PROCESS OF FLYING THE THIRD PATTERN, MY INSTRUCTOR DECIDED TO SIMULATE LOSS OF ELEVATOR CTL BY HOLDING THE YOKE WITH HIS FIST AT THE CTL PANEL AND NOT ALLOWING ME TO MOVE IT IN AND OUT. HE STARTED THIS APPROX ABEAM TOUCHDOWN ON THE DOWNWIND LEG. HE SUGGESTED THAT I USE ONLY 10 DEG OF FLAPS AND USE THE THROTTLE TO CTL ALT. I TRIMMED THE PLANE'S ELEVATOR TO GIVE AN AIRSPD OF 70 KTS AND PUT DOWN 10 DEG OF FLAPS. A RELATIVELY HIGH PWR SETTING WAS REQUIRED TO MAINTAIN ALT, PROBABLY ABOUT 20 INCHES OF MANIFOLD PRESSURE. THE 172RG GEAR WARNING HORN SOUNDS BELOW 15 INCHES MANIFOLD PRESSURE OR WHEN 20 DEG FLAPS ARE EXTENDED. THROUGHOUT THE APCH I RECEIVED A CONSTANT STREAM OF COACHING FROM MY INSTRUCTOR CONCERNING THE TRIM AND PWR SETTINGS. AS WE REACHED THE RWY I REDUCED PWR AND ADJUSTED THE ELEVATOR TRIM UPWARD VERY QUICKLY IN ORDER TO FLARE FOR TOUCHDOWN. I SUSPECT THE GEAR WARNING DID SOUND AS PWR AS REDUCED, BUT I WAS SO INTENT UPON GETTING THE TRIM UP TO PREVENT A NOSEWHEEL LNDG THAT I DIDN'T HEAR IT. EVIDENTLY MY INSTRUCTOR HAD ALSO BECOME DISTR BY THE SCENARIO AND DIDN'T HEAR THE WARNING EITHER. THE RESULTING GEAR UP LNDG DID NOT RESULT IN ANY INJURIES, BUT UNFORTUNATELY DID NOT HAVE TO HAPPEN. I WAS QUALIFIED TO ACT AS PIC OF THE ACFT AND THEREFORE WAS RESPONSIBLE FOR EXTENDING THE GEAR. HOWEVER, I WAS SUBJECT TO A SCENARIO CREATED BY MY INSTRUCTOR, AND I THINK THAT BECAUSE HE DISTR ME, HE WAS ALSO RESPONSIBLE FOR CHKING THE GEAR. A FLT INSTRUCTOR SHOULD NEVER CREATE A SIT THAT DISTRACTS HIM TO A POINT AT WHICH SOMETHING LIKE THIS HAPPENS.

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.