Narrative:

Gear up landing on runway 29 at ryv (watertown, wi). Propeller sheared off (approximately 12 inches per blade) on contact. YAK52 is designed to sacrifice propeller on gear up landing and still maintain control and land on exposed wheels. Unable to stop aircraft, and unaware of gear up condition. Go around successfully performed. Gear was extended and a successful second landing to full stop. No injuries or damage beyond propeller. I was giving the first front seat ride to my relative, a 70 year old new private pilot. After a thorough briefing, we departed ryv, my home base, and landed at unu, approximately 20 mi. Departed unu for ryv. Entered via crosswind to runway 29 traffic. I was talking pilot through the checklist from the back seat. We had 2 aircraft coming into the pattern behind us, and a lot of (unnecessary) communications on 122.8. I called for pattern power settings, pattern speed and gear. Pilot got the first two, but probably missed gear due to radio traffic. I failed to check gear at that time. Pilot (front seat) had trouble in the pattern with speed and direction, due to the speed and complexity difference compared to the C152 he's used to. Landed 1/3 of the way down the runway without gear in down position. I took over control of aircraft as it wouldn't settle on the runway, and initiated a go around. We got back in the air and climbed to pattern altitude. At that point I saw the clearly visible red gear lights and asked pilot to lower the gear. Gear worked fine, and we made a second landing without mishap. Pilot was not prepared for the speed and complexity of this aircraft. Although very well briefed, I relied on in-flight communications to talk the front seat through landing procedures. I did not demand an acknowledgement of those instructions, even though I knew that things were happening very fast for my low time front seater. I should have demanded replies to all instructions. We continued a bad pattern and poor approach all the way to landing. I allowed another plane's confusion (a twin coming into the pattern fast and unable to find the other traffic) to occupy my time and thoughts during a critical flight phase. I neglected a gump check, something I haven't forgotten to do, at least twice on every landing, for the last 10 yrs. I was unfamiliar with the site picture from the back seat, and failed to realize the gear up condition even when we were on the ground. I initiated and completed a go around with a damaged propeller, something the YAK52 does well, but would be very dangerous in other planes. I have flown this plane for a number of hours, including aggressive aerobatics and formation certification. I consider myself to be very good in it. I have given front seat time and initial yak time to several other pilots who have purchased and fly the yak. This is a very humbling experience for me. I will get relative in the front seat again, but when he is ready for the complexity. We will communicate in a much more efficient and structured manner (hard to do with your relative, but I'm sure we both understand the need for it now). I will go around in any situation where the pattern, speed, or communication is not or just doesn't feel right. I am installing a gear up horn, just in case all else fails, or at least to satisfy murphy. Thank you for this opportunity to inform others and to learn myself. This is my first and last ASRS.

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Original NASA ASRS Text

Title: A YAK52 LANDS WITH ITS GEAR UP WHILE PLT WAS TEACHING RELATIVE TO FLY IT. RELATIVE HAD A PVT PLT'S LICENSE.

Narrative: GEAR UP LNDG ON RWY 29 AT RYV (WATERTOWN, WI). PROP SHEARED OFF (APPROX 12 INCHES PER BLADE) ON CONTACT. YAK52 IS DESIGNED TO SACRIFICE PROP ON GEAR UP LNDG AND STILL MAINTAIN CTL AND LAND ON EXPOSED WHEELS. UNABLE TO STOP ACFT, AND UNAWARE OF GEAR UP CONDITION. GAR SUCCESSFULLY PERFORMED. GEAR WAS EXTENDED AND A SUCCESSFUL SECOND LNDG TO FULL STOP. NO INJURIES OR DAMAGE BEYOND PROP. I WAS GIVING THE FIRST FRONT SEAT RIDE TO MY RELATIVE, A 70 YEAR OLD NEW PVT PLT. AFTER A THOROUGH BRIEFING, WE DEPARTED RYV, MY HOME BASE, AND LANDED AT UNU, APPROX 20 MI. DEPARTED UNU FOR RYV. ENTERED VIA XWIND TO RWY 29 TFC. I WAS TALKING PLT THROUGH THE CHKLIST FROM THE BACK SEAT. WE HAD 2 ACFT COMING INTO THE PATTERN BEHIND US, AND A LOT OF (UNNECESSARY) COMS ON 122.8. I CALLED FOR PATTERN PWR SETTINGS, PATTERN SPD AND GEAR. PLT GOT THE FIRST TWO, BUT PROBABLY MISSED GEAR DUE TO RADIO TFC. I FAILED TO CHK GEAR AT THAT TIME. PLT (FRONT SEAT) HAD TROUBLE IN THE PATTERN WITH SPD AND DIRECTION, DUE TO THE SPD AND COMPLEXITY DIFFERENCE COMPARED TO THE C152 HE'S USED TO. LANDED 1/3 OF THE WAY DOWN THE RWY WITHOUT GEAR IN DOWN POS. I TOOK OVER CTL OF ACFT AS IT WOULDN'T SETTLE ON THE RWY, AND INITIATED A GAR. WE GOT BACK IN THE AIR AND CLBED TO PATTERN ALT. AT THAT POINT I SAW THE CLRLY VISIBLE RED GEAR LIGHTS AND ASKED PLT TO LOWER THE GEAR. GEAR WORKED FINE, AND WE MADE A SECOND LNDG WITHOUT MISHAP. PLT WAS NOT PREPARED FOR THE SPD AND COMPLEXITY OF THIS ACFT. ALTHOUGH VERY WELL BRIEFED, I RELIED ON INFLT COMS TO TALK THE FRONT SEAT THROUGH LNDG PROCS. I DID NOT DEMAND AN ACKNOWLEDGEMENT OF THOSE INSTRUCTIONS, EVEN THOUGH I KNEW THAT THINGS WERE HAPPENING VERY FAST FOR MY LOW TIME FRONT SEATER. I SHOULD HAVE DEMANDED REPLIES TO ALL INSTRUCTIONS. WE CONTINUED A BAD PATTERN AND POOR APCH ALL THE WAY TO LNDG. I ALLOWED ANOTHER PLANE'S CONFUSION (A TWIN COMING INTO THE PATTERN FAST AND UNABLE TO FIND THE OTHER TFC) TO OCCUPY MY TIME AND THOUGHTS DURING A CRITICAL FLT PHASE. I NEGLECTED A GUMP CHK, SOMETHING I HAVEN'T FORGOTTEN TO DO, AT LEAST TWICE ON EVERY LNDG, FOR THE LAST 10 YRS. I WAS UNFAMILIAR WITH THE SITE PICTURE FROM THE BACK SEAT, AND FAILED TO REALIZE THE GEAR UP CONDITION EVEN WHEN WE WERE ON THE GND. I INITIATED AND COMPLETED A GAR WITH A DAMAGED PROP, SOMETHING THE YAK52 DOES WELL, BUT WOULD BE VERY DANGEROUS IN OTHER PLANES. I HAVE FLOWN THIS PLANE FOR A NUMBER OF HRS, INCLUDING AGGRESSIVE AEROBATICS AND FORMATION CERTIFICATION. I CONSIDER MYSELF TO BE VERY GOOD IN IT. I HAVE GIVEN FRONT SEAT TIME AND INITIAL YAK TIME TO SEVERAL OTHER PLTS WHO HAVE PURCHASED AND FLY THE YAK. THIS IS A VERY HUMBLING EXPERIENCE FOR ME. I WILL GET RELATIVE IN THE FRONT SEAT AGAIN, BUT WHEN HE IS READY FOR THE COMPLEXITY. WE WILL COMMUNICATE IN A MUCH MORE EFFICIENT AND STRUCTURED MANNER (HARD TO DO WITH YOUR RELATIVE, BUT I'M SURE WE BOTH UNDERSTAND THE NEED FOR IT NOW). I WILL GO AROUND IN ANY SIT WHERE THE PATTERN, SPD, OR COM IS NOT OR JUST DOESN'T FEEL RIGHT. I AM INSTALLING A GEAR UP HORN, JUST IN CASE ALL ELSE FAILS, OR AT LEAST TO SATISFY MURPHY. THANK YOU FOR THIS OPPORTUNITY TO INFORM OTHERS AND TO LEARN MYSELF. THIS IS MY FIRST AND LAST ASRS.

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.