Narrative:

My student and I were returning from the southwest practice area at 3500 ft MSL to avoid goodyear's airspace below us and phx class B above us. We received the geu ATIS before arriving above goodyear's airspace. Once over I10 freeway, we called geu tower, (the current ATIS at that time was: winds calm, landing runway 1) whereupon tower told us that a new ATIS was current and gave us the current altimeter setting. Tower told us to report '2 mi out.' we continued our straight-in approach to runway 1. Being my second time in that airplane, attempting a straight-in approach from that altitude, myself and my student were too engrossed in finding the proper descent rate and confign to make a smooth transition down the PAPI to a landing. My student was making the radio calls. In my failure to monitor adequately our radio calls, we both failed to report '2 mi out.' we continued our approach down to a landing. Immediately after our mains touched down, tower came over the radio and sarcastically cleared us to land. A terrible feeling came over me and my student as we realized what had just happened. I attribute my stupidity and flight instructor negligence to the occurrence, along with airspace restrs and learning to fly a new airplane. Communications on the tower frequency were, at that time, minimal. There was our initial call to tower, and briefly thereafter, another aircraft inbound from arrowhead, and nothing else until after we touched down. If there had been other communications, it may have sparked my memory to report our '2 mi out,' and even to receive clearance to land. Another factor may have been my initial training at a class G airport where clearance from tower is not required to land. I'm fairly new at this airport and area.

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Original NASA ASRS Text

Title: INSTRUCTOR PLT IN A DIAMOND KATANA, DA20 (SEL SMA) ON A TRAINING FLT FAILED TO RPT ON A 2 MI FINAL, OR OBTAIN LNDG CLRNC. THE TWR CTLR GAVE LNDG CLRNC UPON LNDG TOUCHDOWN.

Narrative: MY STUDENT AND I WERE RETURNING FROM THE SW PRACTICE AREA AT 3500 FT MSL TO AVOID GOODYEAR'S AIRSPACE BELOW US AND PHX CLASS B ABOVE US. WE RECEIVED THE GEU ATIS BEFORE ARRIVING ABOVE GOODYEAR'S AIRSPACE. ONCE OVER I10 FREEWAY, WE CALLED GEU TWR, (THE CURRENT ATIS AT THAT TIME WAS: WINDS CALM, LNDG RWY 1) WHEREUPON TWR TOLD US THAT A NEW ATIS WAS CURRENT AND GAVE US THE CURRENT ALTIMETER SETTING. TWR TOLD US TO RPT '2 MI OUT.' WE CONTINUED OUR STRAIGHT-IN APCH TO RWY 1. BEING MY SECOND TIME IN THAT AIRPLANE, ATTEMPTING A STRAIGHT-IN APCH FROM THAT ALT, MYSELF AND MY STUDENT WERE TOO ENGROSSED IN FINDING THE PROPER DSCNT RATE AND CONFIGN TO MAKE A SMOOTH TRANSITION DOWN THE PAPI TO A LNDG. MY STUDENT WAS MAKING THE RADIO CALLS. IN MY FAILURE TO MONITOR ADEQUATELY OUR RADIO CALLS, WE BOTH FAILED TO RPT '2 MI OUT.' WE CONTINUED OUR APCH DOWN TO A LNDG. IMMEDIATELY AFTER OUR MAINS TOUCHED DOWN, TWR CAME OVER THE RADIO AND SARCASTICALLY CLRED US TO LAND. A TERRIBLE FEELING CAME OVER ME AND MY STUDENT AS WE REALIZED WHAT HAD JUST HAPPENED. I ATTRIBUTE MY STUPIDITY AND FLT INSTRUCTOR NEGLIGENCE TO THE OCCURRENCE, ALONG WITH AIRSPACE RESTRS AND LEARNING TO FLY A NEW AIRPLANE. COMS ON THE TWR FREQ WERE, AT THAT TIME, MINIMAL. THERE WAS OUR INITIAL CALL TO TWR, AND BRIEFLY THEREAFTER, ANOTHER ACFT INBOUND FROM ARROWHEAD, AND NOTHING ELSE UNTIL AFTER WE TOUCHED DOWN. IF THERE HAD BEEN OTHER COMS, IT MAY HAVE SPARKED MY MEMORY TO RPT OUR '2 MI OUT,' AND EVEN TO RECEIVE CLRNC TO LAND. ANOTHER FACTOR MAY HAVE BEEN MY INITIAL TRAINING AT A CLASS G ARPT WHERE CLRNC FROM TWR IS NOT REQUIRED TO LAND. I'M FAIRLY NEW AT THIS ARPT AND AREA.

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.