Narrative:

Flight instruction was in progress with a multi-engine/instrument student. He has approximately 7 hours of flight instruction in this piper seminole. Today's lesson was the first single engine work. During the first 30 mins of flight we reviewed work to date, steep turns, a/left stalls, M/C airspeed and the basic 4. I then introduced off center thrust exercises, identify, and verification of the failed engine. This work was done at approximately 5000 ft MSL. Discussions and demonstrations of actions required during an engine failure followed. This portion was also approximately 30 mins. We then approached owi. 3 lndgs were made with both engines functioning. Each of these were centerline lndgs with minimal vertical speed, ie, excellent lndgs. After each of the above lndgs we taxied back, did a pre-takeoff review, and then stayed in the pattern. On the next pattern I reduced 1 engine to 0 thrust on the downwind leg. I then talked him through a single engine approach and landing. Again he performed an admirable centerline landing, we taxied back. On the next pattern I again reduced 1 engine to 0 thrust and we commenced the second single engine approach. This landing was made with the gear retracted. The gear warning horn did not sound and across the threshold the flaps were extended and throttles reduced, both should have activated the alarm. The tail touched down first, 2 inches right of the center of the centerline stripe. With virtually 0 vertical speed the damage was minimal, at least for a gear up landing. Both propellers were curled, flaps were damaged and the belly skin was damaged. Neither wing was hurt, engine cowlings, open cowl flaps and nose were not damaged. Both pilot and instructor were well rested, no drugs or alcohol were involved. I have been an active multi-engine instructor since 1976 and this marks the first incident in my 38 yrs of flying, with or without a student. The runway was closed by NOTAM at XX00, the FBO notified at XX05, and the FAA called at XX20. We were unable to reach wichita FAA so I called kansas city who then connected me via an unlisted number to wichita. I answered all questions to both kansas city and wichita FAA. We also had site visits from the ottawa police, the local sheriff and the highway patrol. An accident report and statements from trainee and I were provided to the highway patrol trooper. The local airport personnel were extremely helpful providing us a telephone for all the calls, an office to meet with the law enforcement officers, and they also provided statements to the FAA.

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Original NASA ASRS Text

Title: DURING MULTI-ENG TRAINING IN A PIPER PA44, SEMINOLE, THE FLC FORGOT TO PUT THE LNDG GEAR DOWN FOR LNDG AND MADE A GEAR UP LNDG CAUSING DAMAGE TO THE ACFT PROPS, FUSELAGE UNDERSIDE AND WING FLAPS.

Narrative: FLT INSTRUCTION WAS IN PROGRESS WITH A MULTI-ENG/INST STUDENT. HE HAS APPROX 7 HRS OF FLT INSTRUCTION IN THIS PIPER SEMINOLE. TODAY'S LESSON WAS THE FIRST SINGLE ENG WORK. DURING THE FIRST 30 MINS OF FLT WE REVIEWED WORK TO DATE, STEEP TURNS, A/L STALLS, M/C AIRSPD AND THE BASIC 4. I THEN INTRODUCED OFF CTR THRUST EXERCISES, IDENT, AND VERIFICATION OF THE FAILED ENG. THIS WORK WAS DONE AT APPROX 5000 FT MSL. DISCUSSIONS AND DEMONSTRATIONS OF ACTIONS REQUIRED DURING AN ENG FAILURE FOLLOWED. THIS PORTION WAS ALSO APPROX 30 MINS. WE THEN APCHED OWI. 3 LNDGS WERE MADE WITH BOTH ENGS FUNCTIONING. EACH OF THESE WERE CTRLINE LNDGS WITH MINIMAL VERT SPD, IE, EXCELLENT LNDGS. AFTER EACH OF THE ABOVE LNDGS WE TAXIED BACK, DID A PRE-TKOF REVIEW, AND THEN STAYED IN THE PATTERN. ON THE NEXT PATTERN I REDUCED 1 ENG TO 0 THRUST ON THE DOWNWIND LEG. I THEN TALKED HIM THROUGH A SINGLE ENG APCH AND LNDG. AGAIN HE PERFORMED AN ADMIRABLE CTRLINE LNDG, WE TAXIED BACK. ON THE NEXT PATTERN I AGAIN REDUCED 1 ENG TO 0 THRUST AND WE COMMENCED THE SECOND SINGLE ENG APCH. THIS LNDG WAS MADE WITH THE GEAR RETRACTED. THE GEAR WARNING HORN DID NOT SOUND AND ACROSS THE THRESHOLD THE FLAPS WERE EXTENDED AND THROTTLES REDUCED, BOTH SHOULD HAVE ACTIVATED THE ALARM. THE TAIL TOUCHED DOWN FIRST, 2 INCHES R OF THE CTR OF THE CTRLINE STRIPE. WITH VIRTUALLY 0 VERT SPD THE DAMAGE WAS MINIMAL, AT LEAST FOR A GEAR UP LNDG. BOTH PROPS WERE CURLED, FLAPS WERE DAMAGED AND THE BELLY SKIN WAS DAMAGED. NEITHER WING WAS HURT, ENG COWLINGS, OPEN COWL FLAPS AND NOSE WERE NOT DAMAGED. BOTH PLT AND INSTRUCTOR WERE WELL RESTED, NO DRUGS OR ALCOHOL WERE INVOLVED. I HAVE BEEN AN ACTIVE MULTI-ENG INSTRUCTOR SINCE 1976 AND THIS MARKS THE FIRST INCIDENT IN MY 38 YRS OF FLYING, WITH OR WITHOUT A STUDENT. THE RWY WAS CLOSED BY NOTAM AT XX00, THE FBO NOTIFIED AT XX05, AND THE FAA CALLED AT XX20. WE WERE UNABLE TO REACH WICHITA FAA SO I CALLED KANSAS CITY WHO THEN CONNECTED ME VIA AN UNLISTED NUMBER TO WICHITA. I ANSWERED ALL QUESTIONS TO BOTH KANSAS CITY AND WICHITA FAA. WE ALSO HAD SITE VISITS FROM THE OTTAWA POLICE, THE LCL SHERIFF AND THE HWY PATROL. AN ACCIDENT RPT AND STATEMENTS FROM TRAINEE AND I WERE PROVIDED TO THE HWY PATROL TROOPER. THE LCL ARPT PERSONNEL WERE EXTREMELY HELPFUL PROVIDING US A TELEPHONE FOR ALL THE CALLS, AN OFFICE TO MEET WITH THE LAW ENFORCEMENT OFFICERS, AND THEY ALSO PROVIDED STATEMENTS TO THE FAA.

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.