Narrative:

We returned from ZZZ1 and shot the NDB-a into ZZZ. We circled to touch and go, and it was the instructor decision to simulate an engine failure after departure with the student. After departure, we reached an altitude of 600 ft, and I simulated an engine failure (with throttle) to the right engine. The student went through the procedures of an engine failure and due to the performance of the aircraft we elected to leave the gear up until we initiated a descent for the runway. On downwind, I was explaining to the student that it was not a good idea to put the gear down when we could not climb from 600 ft. We completed the rest of the checklist and were standing by with the gear. Because we use right traffic for runway 4, and the right engine was failed, I was watching the student closely as he was banking into the inoperative engine. We were absorbed by this action and the gear was never put to the down position. Because the inoperative engine was at zero thrust, we were not getting the landing gear horn. This has been observed by myself on several occasions training other students. We descended to the runway and when in ground effect, the student retarded the throttle of the operative engine, and I heard the landing gear warning system go off. The airspeed was too low at this point, and the reaction time was very minimal, and the aircraft landed gear up. The aircraft slid to a stop, directional control was maintained with the rudder, and we secured the aircraft and evacuate/evacuationed it. Zero degree flaps was used for this approach.

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Original NASA ASRS Text

Title: GA PLT HAS GEAR UP LNDG AT HYW.

Narrative: WE RETURNED FROM ZZZ1 AND SHOT THE NDB-A INTO ZZZ. WE CIRCLED TO TOUCH AND GO, AND IT WAS THE INSTRUCTOR DECISION TO SIMULATE AN ENG FAILURE AFTER DEP WITH THE STUDENT. AFTER DEP, WE REACHED AN ALT OF 600 FT, AND I SIMULATED AN ENG FAILURE (WITH THROTTLE) TO THE R ENG. THE STUDENT WENT THROUGH THE PROCS OF AN ENG FAILURE AND DUE TO THE PERFORMANCE OF THE ACFT WE ELECTED TO LEAVE THE GEAR UP UNTIL WE INITIATED A DSCNT FOR THE RWY. ON DOWNWIND, I WAS EXPLAINING TO THE STUDENT THAT IT WAS NOT A GOOD IDEA TO PUT THE GEAR DOWN WHEN WE COULD NOT CLB FROM 600 FT. WE COMPLETED THE REST OF THE CHKLIST AND WERE STANDING BY WITH THE GEAR. BECAUSE WE USE R TFC FOR RWY 4, AND THE R ENG WAS FAILED, I WAS WATCHING THE STUDENT CLOSELY AS HE WAS BANKING INTO THE INOP ENG. WE WERE ABSORBED BY THIS ACTION AND THE GEAR WAS NEVER PUT TO THE DOWN POS. BECAUSE THE INOP ENG WAS AT ZERO THRUST, WE WERE NOT GETTING THE LNDG GEAR HORN. THIS HAS BEEN OBSERVED BY MYSELF ON SEVERAL OCCASIONS TRAINING OTHER STUDENTS. WE DSNDED TO THE RWY AND WHEN IN GND EFFECT, THE STUDENT RETARDED THE THROTTLE OF THE OPERATIVE ENG, AND I HEARD THE LNDG GEAR WARNING SYS GO OFF. THE AIRSPD WAS TOO LOW AT THIS POINT, AND THE REACTION TIME WAS VERY MINIMAL, AND THE ACFT LANDED GEAR UP. THE ACFT SLID TO A STOP, DIRECTIONAL CTL WAS MAINTAINED WITH THE RUDDER, AND WE SECURED THE ACFT AND EVACED IT. ZERO DEG FLAPS WAS USED FOR THIS APCH.

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.