Narrative:

I was instructing an mei candidate for his mei check ride later that afternoon. We were practicing engine failures in the pattern, ie, single engine lndgs. While on landing in the flare, I recognized that the gear had been left up. I immediately took control of the aircraft and applied full power while pitching up. At that point we heard a scraping noise which we thought was the tail tiedown scraping along the runway. We returned for landing. Throughout the pattern there was no indication of damage to the aircraft. The engines both responded well. Upon shutdown we saw propeller tip damage to the left engine. The engine had been failed on downwind in the right traffic pattern to runway 34. The winds were 320 degrees at 19 KTS gusting to 24 KTS. The left engine was failed. A short approach was mandated with a continuous turn from downwind to final. A gump check was called but gear was held up until landing was assured. This was not discussed between myself and the student. I thought he put the gear down. Rolling out on final, I called check '3 in the green' but did not follow through as I was distraction with student's difficulty in maintaining a stabilized approach. There was moderate turbulence that day, especially below 1500 ft. Over the fence I called for '3 in the green check' but became distraction when student went way below glide path and slow on airspeed. I immediately instructed him to add power and maintain airspeed. In the flare I visually confirmed 3 in the green and saw gear was up. The combination of poor crew communication and difficulty in aircraft control by student prevented the gear checks from completely being carried out.

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Original NASA ASRS Text

Title: A PA44 INSTRUCTOR PLT ALLOWS A NEAR GEAR UP LNDG, FAILING TO INSURE THAT THE LNDG GEAR IS EXTENDED FOR A PRACTICE 1 ENG INOP APCH AT TTN, NJ.

Narrative: I WAS INSTRUCTING AN MEI CANDIDATE FOR HIS MEI CHK RIDE LATER THAT AFTERNOON. WE WERE PRACTICING ENG FAILURES IN THE PATTERN, IE, SINGLE ENG LNDGS. WHILE ON LNDG IN THE FLARE, I RECOGNIZED THAT THE GEAR HAD BEEN LEFT UP. I IMMEDIATELY TOOK CTL OF THE ACFT AND APPLIED FULL PWR WHILE PITCHING UP. AT THAT POINT WE HEARD A SCRAPING NOISE WHICH WE THOUGHT WAS THE TAIL TIEDOWN SCRAPING ALONG THE RWY. WE RETURNED FOR LNDG. THROUGHOUT THE PATTERN THERE WAS NO INDICATION OF DAMAGE TO THE ACFT. THE ENGS BOTH RESPONDED WELL. UPON SHUTDOWN WE SAW PROP TIP DAMAGE TO THE L ENG. THE ENG HAD BEEN FAILED ON DOWNWIND IN THE R TFC PATTERN TO RWY 34. THE WINDS WERE 320 DEGS AT 19 KTS GUSTING TO 24 KTS. THE L ENG WAS FAILED. A SHORT APCH WAS MANDATED WITH A CONTINUOUS TURN FROM DOWNWIND TO FINAL. A GUMP CHK WAS CALLED BUT GEAR WAS HELD UP UNTIL LNDG WAS ASSURED. THIS WAS NOT DISCUSSED BTWN MYSELF AND THE STUDENT. I THOUGHT HE PUT THE GEAR DOWN. ROLLING OUT ON FINAL, I CALLED CHK '3 IN THE GREEN' BUT DID NOT FOLLOW THROUGH AS I WAS DISTR WITH STUDENT'S DIFFICULTY IN MAINTAINING A STABILIZED APCH. THERE WAS MODERATE TURB THAT DAY, ESPECIALLY BELOW 1500 FT. OVER THE FENCE I CALLED FOR '3 IN THE GREEN CHK' BUT BECAME DISTR WHEN STUDENT WENT WAY BELOW GLIDE PATH AND SLOW ON AIRSPD. I IMMEDIATELY INSTRUCTED HIM TO ADD PWR AND MAINTAIN AIRSPD. IN THE FLARE I VISUALLY CONFIRMED 3 IN THE GREEN AND SAW GEAR WAS UP. THE COMBINATION OF POOR CREW COM AND DIFFICULTY IN ACFT CTL BY STUDENT PREVENTED THE GEAR CHKS FROM COMPLETELY BEING CARRIED OUT.

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.