Narrative:

I was working with a student toward a private multi-engine add-on rating. The student had been slow to apply concepts learned in ground school when flying the airplane and I had agreed to meet with him and fly on a sunday night. The event which I am reporting occurred while in left traffic for runway 30L at iwa. I had given the student a single engine situation while on the downwind. The student improperly idented the simulated inoperative engine and had trouble with the engine failure steps for reducing drag and securing the engine. As we neared our base turn, we were cleared option for runway 30L and advised of traffic on final for runway 30C. The student continued the base turn for runway 30L and I began to look for the traffic for runway 30C. I observed the traffic and called tower 'cleared option runway 30L.' while on our base leg the traffic moved from right to left in front of us and was no factor. When I looked back inside the airplane I observed my student with the yoke near full right aileron deflection. I instinctively began to correct his input when I realized he had almost full left rudder, right aileron, and the airspeed was below the 88 KIAS blue line, somewhere in the 70 KIAS area. I quickly told the student 'my aircraft' and recovered from what I believe to be a near xctl stall situation. As it was dark and the horizon was not available, I used the attitude indicator to level the wings and climb straight ahead, across the final for runway 30C and runway 30R! I called tower immediately and advised him we were deviating. He (the tower) was helpful and advised us to turn right base for runway 30R. I told him we would be full stop and he cleared us to land runway 30L. Had this occurred during the daytime (high traffic volume), we surely would have caused a conflict with traffic for runway 30C and runway 30R.

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Original NASA ASRS Text

Title: PA44 CFI AND STUDENT MADE AN UNEXPECTED TURN IN THE PATTERN AT IWA, DURING ENG OUT PRACTICE, AT NIGHT.

Narrative: I WAS WORKING WITH A STUDENT TOWARD A PVT MULTI-ENG ADD-ON RATING. THE STUDENT HAD BEEN SLOW TO APPLY CONCEPTS LEARNED IN GND SCHOOL WHEN FLYING THE AIRPLANE AND I HAD AGREED TO MEET WITH HIM AND FLY ON A SUNDAY NIGHT. THE EVENT WHICH I AM RPTING OCCURRED WHILE IN L TFC FOR RWY 30L AT IWA. I HAD GIVEN THE STUDENT A SINGLE ENG SIT WHILE ON THE DOWNWIND. THE STUDENT IMPROPERLY IDENTED THE SIMULATED INOP ENG AND HAD TROUBLE WITH THE ENG FAILURE STEPS FOR REDUCING DRAG AND SECURING THE ENG. AS WE NEARED OUR BASE TURN, WE WERE CLRED OPTION FOR RWY 30L AND ADVISED OF TFC ON FINAL FOR RWY 30C. THE STUDENT CONTINUED THE BASE TURN FOR RWY 30L AND I BEGAN TO LOOK FOR THE TFC FOR RWY 30C. I OBSERVED THE TFC AND CALLED TWR 'CLRED OPTION RWY 30L.' WHILE ON OUR BASE LEG THE TFC MOVED FROM R TO L IN FRONT OF US AND WAS NO FACTOR. WHEN I LOOKED BACK INSIDE THE AIRPLANE I OBSERVED MY STUDENT WITH THE YOKE NEAR FULL R AILERON DEFLECTION. I INSTINCTIVELY BEGAN TO CORRECT HIS INPUT WHEN I REALIZED HE HAD ALMOST FULL L RUDDER, R AILERON, AND THE AIRSPD WAS BELOW THE 88 KIAS BLUE LINE, SOMEWHERE IN THE 70 KIAS AREA. I QUICKLY TOLD THE STUDENT 'MY ACFT' AND RECOVERED FROM WHAT I BELIEVE TO BE A NEAR XCTL STALL SIT. AS IT WAS DARK AND THE HORIZON WAS NOT AVAILABLE, I USED THE ATTITUDE INDICATOR TO LEVEL THE WINGS AND CLB STRAIGHT AHEAD, ACROSS THE FINAL FOR RWY 30C AND RWY 30R! I CALLED TWR IMMEDIATELY AND ADVISED HIM WE WERE DEVIATING. HE (THE TWR) WAS HELPFUL AND ADVISED US TO TURN R BASE FOR RWY 30R. I TOLD HIM WE WOULD BE FULL STOP AND HE CLRED US TO LAND RWY 30L. HAD THIS OCCURRED DURING THE DAYTIME (HIGH TFC VOLUME), WE SURELY WOULD HAVE CAUSED A CONFLICT WITH TFC FOR RWY 30C AND RWY 30R.

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.