Narrative:

Training flight, went to msv. Flight was to practice takeoff and lndgs. The airplane was a twin cessna 310R. Did a number of different takeoff and lndgs. The last takeoff was to simulate an engine out on takeoff by reducing power on 1 engine, then adding enough power to simulate a feathered engine. Takeoff was normal, on reaching a safe altitude, the power on the right engine was reduced, normal engine out procedures were done, then power was added to reduce drag and simulate a feathered engine. As soon as the power was reduced, the gear warning horn began to blare. Since we wanted the best single engine climb, we ignored the gear horn, leaving the gear retracted. The climb out and pattern was normal. We concentrated on the airspeed, bank angle, rate of climb, and planning the single engine approach. There was 1 other airplane in the area, doing practice approachs. Their flight path was not in conflict with ours. But we recognized the aircraft as being from our home base, and the pilot's voice idented the individual greetings were exchanged. During the downwind, I started bumps, touched the fuel selector levers, but had my attention diverted outside the cockpit. I never finished gumps. The airplane turned from base to final. We picked up the VASI, followed it all the way to the ground, the gear warning horn blaring, to a gear up landing. 2 very embarrassed ATP's and CFI's. It was amazing how we were able to completely block out the go around horn as 'normal' and totally ignore it. They were a distraction from our normal landing routine, some from recognizing the other airplane, and some from the training situation and discussion. Supplemental information from acn 523788: the recurrent training process was discussed in a briefing prior the flight. The concentrated effort to gain altitude and maintain control of the aircraft, I believe caused 2 things: 1) I tuned out the sound of the gear horn, and 2) I missed the prelndg callouts that I normally use on downwind, base and final legs. Those callouts are 'boost pumps' on, fuel selectors on mains, undercarriage down,, mixture and propeller position and finally cowl and wing flaps. During single engine landing procedures, I would normally declare that the gear will be extended on the base leg. I ailed to do that this time and therefore the PNF was not alerted to when it would occur. To prevent a recurrence and to correct the situation, constant verbal callouts of procedures could prevent the possibility of fixation on tedious operations and keep all of the factors involved in the situation up in constant view.

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Original NASA ASRS Text

Title: A C310 WITH 2 ATP CFI PLTS PRACTICING ENG OUT TRAINING LANDS GEAR UP AT MSV, NY.

Narrative: TRAINING FLT, WENT TO MSV. FLT WAS TO PRACTICE TKOF AND LNDGS. THE AIRPLANE WAS A TWIN CESSNA 310R. DID A NUMBER OF DIFFERENT TKOF AND LNDGS. THE LAST TKOF WAS TO SIMULATE AN ENG OUT ON TKOF BY REDUCING PWR ON 1 ENG, THEN ADDING ENOUGH PWR TO SIMULATE A FEATHERED ENG. TKOF WAS NORMAL, ON REACHING A SAFE ALT, THE PWR ON THE R ENG WAS REDUCED, NORMAL ENG OUT PROCS WERE DONE, THEN PWR WAS ADDED TO REDUCE DRAG AND SIMULATE A FEATHERED ENG. AS SOON AS THE PWR WAS REDUCED, THE GEAR WARNING HORN BEGAN TO BLARE. SINCE WE WANTED THE BEST SINGLE ENG CLB, WE IGNORED THE GEAR HORN, LEAVING THE GEAR RETRACTED. THE CLBOUT AND PATTERN WAS NORMAL. WE CONCENTRATED ON THE AIRSPD, BANK ANGLE, RATE OF CLB, AND PLANNING THE SINGLE ENG APCH. THERE WAS 1 OTHER AIRPLANE IN THE AREA, DOING PRACTICE APCHS. THEIR FLT PATH WAS NOT IN CONFLICT WITH OURS. BUT WE RECOGNIZED THE ACFT AS BEING FROM OUR HOME BASE, AND THE PLT'S VOICE IDENTED THE INDIVIDUAL GREETINGS WERE EXCHANGED. DURING THE DOWNWIND, I STARTED BUMPS, TOUCHED THE FUEL SELECTOR LEVERS, BUT HAD MY ATTN DIVERTED OUTSIDE THE COCKPIT. I NEVER FINISHED GUMPS. THE AIRPLANE TURNED FROM BASE TO FINAL. WE PICKED UP THE VASI, FOLLOWED IT ALL THE WAY TO THE GND, THE GEAR WARNING HORN BLARING, TO A GEAR UP LNDG. 2 VERY EMBARRASSED ATP'S AND CFI'S. IT WAS AMAZING HOW WE WERE ABLE TO COMPLETELY BLOCK OUT THE GAR HORN AS 'NORMAL' AND TOTALLY IGNORE IT. THEY WERE A DISTR FROM OUR NORMAL LNDG ROUTINE, SOME FROM RECOGNIZING THE OTHER AIRPLANE, AND SOME FROM THE TRAINING SIT AND DISCUSSION. SUPPLEMENTAL INFO FROM ACN 523788: THE RECURRENT TRAINING PROCESS WAS DISCUSSED IN A BRIEFING PRIOR THE FLT. THE CONCENTRATED EFFORT TO GAIN ALT AND MAINTAIN CTL OF THE ACFT, I BELIEVE CAUSED 2 THINGS: 1) I TUNED OUT THE SOUND OF THE GEAR HORN, AND 2) I MISSED THE PRELNDG CALLOUTS THAT I NORMALLY USE ON DOWNWIND, BASE AND FINAL LEGS. THOSE CALLOUTS ARE 'BOOST PUMPS' ON, FUEL SELECTORS ON MAINS, UNDERCARRIAGE DOWN,, MIXTURE AND PROP POS AND FINALLY COWL AND WING FLAPS. DURING SINGLE ENG LNDG PROCS, I WOULD NORMALLY DECLARE THAT THE GEAR WILL BE EXTENDED ON THE BASE LEG. I AILED TO DO THAT THIS TIME AND THEREFORE THE PNF WAS NOT ALERTED TO WHEN IT WOULD OCCUR. TO PREVENT A RECURRENCE AND TO CORRECT THE SIT, CONSTANT VERBAL CALLOUTS OF PROCS COULD PREVENT THE POSSIBILITY OF FIXATION ON TEDIOUS OPS AND KEEP ALL OF THE FACTORS INVOLVED IN THE SIT UP IN CONSTANT VIEW.

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.