Narrative:

I was conducting landing pattern operations in a cessna 172 with a student private pilot at greater kankakee airport (kankakee, il) on a clear VFR day. The winds were favoring runway 22 (5979' x 100') with a decent left crosswind component. During the majority of the time, we were the only aircraft in the traffic pattern. Most of my instructional efforts heavily focused on coaching my student on the final touches when flaring while making appropriate crosswind control inputs for a safe landing. The fruits of my efforts were beginning to pay off towards the latter part of the lesson and as a result we decided to practice simulated engine out emergency procedures. On the touch-and-go maneuver we heard a piper warrior announce that it was entering the downwind leg for runway 22. After we turned to our downwind leg I reminded my student how we were to simulate the engine failure(at the abeam position, carburetor heat on, throttle set to idle.) after we approached the abeam position, the warrior had already announced that it was on final which I visually reconfirmed. We proceeded to simulate the emergency by setting the proper power setting and thereafter coached my student with trimming the aircraft for best glide speed. As we started our turn to base leg, I visually rechecked the warrior's position and spotted in on short final. I initially kept a watchful eye for the warrior's progress on its touchdown and roll-out to ensure that it would be clear of the the runway when our turn came to land. Subsequently, I became extremely occupied with my student's progress throughout the maneuver by ensuring by ensuring that he was consistently flying the proper airspeed,setting the proper crab angle and managing his altitude effectively, especially for the base to final turn to come. On short final, as I focused my attention on coaching my student with crosswind control inputs and with the decision to use flaps, I noticed the warrior slowing to turn on a taxiway that is more than halfway down the runway. I made a prediction that by the time we flared, the warrior should be safely clear. However, momentarily disptacted with my student's final flaring inputs, I failed to notice that as we were touching down the warrior had not cleared the runway. At this point I directed my student to immediately initiate a go around. In the interim, the warrior had safely taxied and cleared the active runway. Once airborne, I made a visual calculation based on the airport diagram and determined that we were a least 3500' horizontally away from the warrior at the time of our touchdown and immediate decision to go around. However, my task saturation should have been better managed and thus should have made a much earlier decision to go around. The lesson I learned was to be more cognizant of my task saturation no only in the aforementioned environment, but also in all phases of flight. My student and I thoroughly debrifed the event and discussed way to avoid the situation so that we may continue to enjoy a safe flight - training environment. Callback conversation with reporter revealed the following information: reporter indicated that if he would had exteded his downwind leg, this incident would not have happened. Reporter also said that distraction within the cockpit was a big factor.

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Original NASA ASRS Text

Title: C172 LNDG ON RWY 22 AT IKK, EXECUTES A GAR BECAUSE OF PA28 TFC FAILURE TO CLR THE RWY.

Narrative: I WAS CONDUCTING LNDG PATTERN OPS IN A CESSNA 172 WITH A STUDENT PRIVATE PLT AT GREATER KANKAKEE ARPT (KANKAKEE, IL) ON A CLR VFR DAY. THE WINDS WERE FAVORING RWY 22 (5979' x 100') WITH A DECENT L CROSSWIND COMPONENT. DURING THE MAJORITY OF THE TIME, WE WERE THE ONLY ACFT IN THE TFC PATTERN. MOST OF MY INSTRUCTIONAL EFFORTS HEAVILY FOCUSED ON COACHING MY STUDENT ON THE FINAL TOUCHES WHEN FLARING WHILE MAKING APPROPRIATE CROSSWIND CONTROL INPUTS FOR A SAFE LANDING. THE FRUITS OF MY EFFORTS WERE BEGINNING TO PAY OFF TOWARDS THE LATTER PART OF THE LESSON AND AS A RESULT WE DECIDED TO PRACTICE SIMULATED ENGINE OUT EMER PROCS. ON THE TOUCH-AND-GO MANEUVER WE HEARD A PIPER WARRIOR ANNOUNCE THAT IT WAS ENTERING THE DOWNWIND LEG FOR RWY 22. AFTER WE TURNED TO OUR DOWNWIND LEG I REMINDED MY STUDENT HOW WE WERE TO SIMULATE THE ENGINE FAILURE(AT THE ABEAM POS, CARBURETOR HEAT ON, THROTTLE SET TO IDLE.) AFTER WE APCHED THE ABEAM POS, THE WARRIOR HAD ALREADY ANNOUNCED THAT IT WAS ON FINAL WHICH I VISUALLY RECONFIRMED. WE PROCEEDED TO SIMULATE THE EMER BY SETTING THE PROPER POWER SETTING AND THEREAFTER COACHED MY STUDENT WITH TRIMMING THE ACFT FOR BEST GLIDE SPEED. AS WE STARTED OUR TURN TO BASE LEG, I VISUALLY RECHECKED THE WARRIOR'S POS AND SPOTTED IN ON SHORT FINAL. I INITIALLY KEPT A WATCHFUL EYE FOR THE WARRIOR'S PROGRESS ON ITS TOUCHDOWN AND ROLL-OUT TO ENSURE THAT IT WOULD BE CLR OF THE THE RWY WHEN OUR TURN CAME TO LAND. SUBSEQUENTLY, I BECAME EXTREMELY OCCUPIED WITH MY STUDENT'S PROGRESS THROUGHOUT THE MANEUVER BY ENSURING BY ENSURING THAT HE WAS CONSISTENTLY FLYING THE PROPER AIRSPEED,SETTING THE PROPER CRAB ANGLE AND MANAGING HIS ALTITUDE EFFECTIVELY, ESPECIALLY FOR THE BASE TO FINAL TURN TO COME. ON SHORT FINAL, AS I FOCUSED MY ATTENTION ON COACHING MY STUDENT WITH CROSSWIND CONTROL INPUTS AND WITH THE DECISION TO USE FLAPS, I NOTICED THE WARRIOR SLOWING TO TURN ON A TXWY THAT IS MORE THAN HALFWAY DOWN THE RWY. I MADE A PREDICTION THAT BY THE TIME WE FLARED, THE WARRIOR SHOULD BE SAFELY CLR. HOWEVER, MOMENTARILY DISPTACTED WITH MY STUDENT'S FINAL FLARING INPUTS, I FAILED TO NOTICE THAT AS WE WERE TOUCHING DOWN THE WARRIOR HAD NOT CLRED THE RWY. AT THIS POINT I DIRECTED MY STUDENT TO IMMEDIATELY INITIATE A GAR. IN THE INTERIM, THE WARRIOR HAD SAFELY TAXIED AND CLRED THE ACTIVE RWY. ONCE AIRBORNE, I MADE A VISUAL CALCULATION BASED ON THE ARPT DIAGRAM AND DETERMINED THAT WE WERE A LEAST 3500' HORIZONTALLY AWAY FROM THE WARRIOR AT THE TIME OF OUR TOUCHDOWN AND IMMEDIATE DECISION TO GAR. HOWEVER, MY TASK SATURATION SHOULD HAVE BEEN BETTER MANAGED AND THUS SHOULD HAVE MADE A MUCH EARLIER DECISION TO GAR. THE LESSON I LEARNED WAS TO BE MORE COGNIZANT OF MY TASK SATURATION NO ONLY IN THE AFOREMENTIONED ENVIRONMENT, BUT ALSO IN ALL PHASES OF FLIGHT. MY STUDENT AND I THOROUGHLY DEBRIFED THE EVENT AND DISCUSSED WAY TO AVOID THE SITUATION SO THAT WE MAY CONTINUE TO ENJOY A SAFE FLT - TRAINING ENVIRONMENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR INDICATED THAT IF HE WOULD HAD EXTEDED HIS DOWNWIND LEG, THIS INCIDENT WOULD NOT HAVE HAPPENED. RPTR ALSO SAID THAT DISTRACTION WITHIN THE COCKPIT WAS A BIG FACTOR.

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.