Narrative:

We departed the airport traffic area and climbed up to 4500 ft northeast of the airport. I told the student to plan on a takeoff/departure stall. During the clearing turns I pulled out the gear motor circuit breaker; and when he selected the gear down; he recognized the problem and we pulled out the checklist for alternate gear extension. I instructed the student to put the autoplt on and I would read the checklist and he would do each item as read. The student did each item and the first attempt he did not get the gear to drop. He then pulled the knob and we only got the main gear down and locked. We slowed the plane down to 70 KTS; but the nose gear did not drop. I pushed the gear motor circuit breaker back in; and the nose gear extended with 3 green lights. I told the student that the lack of a nose gear extension during the alternate extension should be squawked for the annual inspection as the nose gear should have come down. The student mentioned that he did not know if he had properly stowed the emergency gear extension knob. I told him there was no way I could see it; but I would show him on the ground when we landed. We were now 6 mi north of the airport at 4300 ft and I pulled the engine on the student and had him simulate an engine out landing. I pulled the circuit breaker to silence the gear warning system as it was hard to talk to the student over the warning bell. This was the third time I had done this. We entered the left downwind for runway 28 at 1800 ft and at midfield downwind; the student put the gear handle down. I then reset the circuit breaker. I was scanning the area for traffic; but when I looked at the gear lights they appeared to show 3 green; but there was strong sunlight on the panel and I made a note to look again on final with the gump check. The student was very high; so I told him to use full flaps and hold 80 KTS and the plane would come down. There was traffic now using runway 22 that I was looking for. A helicopter announced that he was departing from the ramp and the student asked where he was and I looked outside for the helicopter while we were only 100 ft in the air. Winds were 240 degrees at 7-8 KTS. I was observing his progress and was going to have him go around when the propeller struck the runway and we slid to a stop. I told the student to turn off the master and get out of the plane quickly. We were standing outside the plane when the mechanics showed up. From outside I could see in fact the gear handle was down. Callback conversation with reporter revealed the following information: the gear warning C/B failed when it was pushed in the final time. This C/B also supplied power to the gear handle switch and operated the gear motor relay when the gear handle was selected down. None of these things happened though with the C/B failed a gear up landing resulted. Landing gear indicating lights remained functional; but could not be viewed due to sunlight on the lenses.

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Original NASA ASRS Text

Title: COMMANDER 114 STUDENT AND INSTRUCTOR LAND GEAR UP AFTER SIMULATED ENGINE OUT APPROACH WITH GEAR HANDLE DOWN AND NO WARNING HORN.

Narrative: WE DEPARTED THE ARPT TFC AREA AND CLBED UP TO 4500 FT NE OF THE ARPT. I TOLD THE STUDENT TO PLAN ON A TKOF/DEP STALL. DURING THE CLRING TURNS I PULLED OUT THE GEAR MOTOR CIRCUIT BREAKER; AND WHEN HE SELECTED THE GEAR DOWN; HE RECOGNIZED THE PROB AND WE PULLED OUT THE CHKLIST FOR ALTERNATE GEAR EXTENSION. I INSTRUCTED THE STUDENT TO PUT THE AUTOPLT ON AND I WOULD READ THE CHKLIST AND HE WOULD DO EACH ITEM AS READ. THE STUDENT DID EACH ITEM AND THE FIRST ATTEMPT HE DID NOT GET THE GEAR TO DROP. HE THEN PULLED THE KNOB AND WE ONLY GOT THE MAIN GEAR DOWN AND LOCKED. WE SLOWED THE PLANE DOWN TO 70 KTS; BUT THE NOSE GEAR DID NOT DROP. I PUSHED THE GEAR MOTOR CIRCUIT BREAKER BACK IN; AND THE NOSE GEAR EXTENDED WITH 3 GREEN LIGHTS. I TOLD THE STUDENT THAT THE LACK OF A NOSE GEAR EXTENSION DURING THE ALTERNATE EXTENSION SHOULD BE SQUAWKED FOR THE ANNUAL INSPECTION AS THE NOSE GEAR SHOULD HAVE COME DOWN. THE STUDENT MENTIONED THAT HE DID NOT KNOW IF HE HAD PROPERLY STOWED THE EMER GEAR EXTENSION KNOB. I TOLD HIM THERE WAS NO WAY I COULD SEE IT; BUT I WOULD SHOW HIM ON THE GND WHEN WE LANDED. WE WERE NOW 6 MI N OF THE ARPT AT 4300 FT AND I PULLED THE ENG ON THE STUDENT AND HAD HIM SIMULATE AN ENG OUT LNDG. I PULLED THE CIRCUIT BREAKER TO SILENCE THE GEAR WARNING SYS AS IT WAS HARD TO TALK TO THE STUDENT OVER THE WARNING BELL. THIS WAS THE THIRD TIME I HAD DONE THIS. WE ENTERED THE L DOWNWIND FOR RWY 28 AT 1800 FT AND AT MIDFIELD DOWNWIND; THE STUDENT PUT THE GEAR HANDLE DOWN. I THEN RESET THE CIRCUIT BREAKER. I WAS SCANNING THE AREA FOR TFC; BUT WHEN I LOOKED AT THE GEAR LIGHTS THEY APPEARED TO SHOW 3 GREEN; BUT THERE WAS STRONG SUNLIGHT ON THE PANEL AND I MADE A NOTE TO LOOK AGAIN ON FINAL WITH THE GUMP CHK. THE STUDENT WAS VERY HIGH; SO I TOLD HIM TO USE FULL FLAPS AND HOLD 80 KTS AND THE PLANE WOULD COME DOWN. THERE WAS TFC NOW USING RWY 22 THAT I WAS LOOKING FOR. A HELI ANNOUNCED THAT HE WAS DEPARTING FROM THE RAMP AND THE STUDENT ASKED WHERE HE WAS AND I LOOKED OUTSIDE FOR THE HELI WHILE WE WERE ONLY 100 FT IN THE AIR. WINDS WERE 240 DEGS AT 7-8 KTS. I WAS OBSERVING HIS PROGRESS AND WAS GOING TO HAVE HIM GAR WHEN THE PROP STRUCK THE RWY AND WE SLID TO A STOP. I TOLD THE STUDENT TO TURN OFF THE MASTER AND GET OUT OF THE PLANE QUICKLY. WE WERE STANDING OUTSIDE THE PLANE WHEN THE MECHS SHOWED UP. FROM OUTSIDE I COULD SEE IN FACT THE GEAR HANDLE WAS DOWN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE GEAR WARNING C/B FAILED WHEN IT WAS PUSHED IN THE FINAL TIME. THIS C/B ALSO SUPPLIED POWER TO THE GEAR HANDLE SWITCH AND OPERATED THE GEAR MOTOR RELAY WHEN THE GEAR HANDLE WAS SELECTED DOWN. NONE OF THESE THINGS HAPPENED THOUGH WITH THE C/B FAILED A GEAR UP LANDING RESULTED. LANDING GEAR INDICATING LIGHTS REMAINED FUNCTIONAL; BUT COULD NOT BE VIEWED DUE TO SUNLIGHT ON THE LENSES.

Data retrieved from NASA's ASRS site as of January 2009 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.