Narrative:

I was giving instruction to a student pilot of mine in his sr-22 turbo while in the traffic pattern. I was having him practice full-stop-landings and touch and goes. This student pilot has not yet soloed in his airplane. We reached a point in the training syllabus that has the student practice a couple of 'no flap' landings while in the pattern to simulate a scenario of a flap malfunction. This item in the syllabus is intended to demonstrate to the student that he/she could still safely land the airplane if the flaps malfunction. Before the flight lesson the student and I discussed the 'no flap' landing and all the elements involved. We then went out to the airplane and started in the traffic pattern. I had the student first practice a couple of normal landings before moving on to the 'no flap' landings. I then demonstrated a 'no flap' landing to the student with a full stop. At this airport runway xxl is primarily used for student pilots to practice landings and traffic pattern procedures. I then had my student try this type of landing. He successfully landed the airplane and exited the runway. So I decided to have him try it again in order to further boost his confidence in the airplane. During our time in the traffic pattern the tower controller was giving us 'the option' for each approach to xxl. After taking off again and turning crosswind to downwind the tower controller asked us to report a boeing 757 in sight that had just departed runway xxr. My student and I both looked for the airplane; which was now behind us and were unable to make visual contact. My student then reported 'negative contact;' to the tower controller. The controller then told us 'xxl cleared to land; make this one a full stop for wake turbulence.' this instruction is common here due to the wake turbulence generated by large jet traffic. Since both my student and I had just successfully landed in a flaps up configuration I decided to have him continue that approach and make a full stop landing. During the approach my student was flying at the recommended 'flaps up' approach speed of 90 KIAS. As he started his round out and flare he applied too much back pressure on the yoke which caused the airplane to then 'balloon' and float further down the runway. We then touched down on the runway 300 to 400 ft further than the time before. My student then applied the brakes to slow the airplane down. I noticed that his application of the brakes was not sufficient enough for our rate of speed and distance to the end of the runway. I then said 'my controls' as I applied heavier braking and pulled back on the yoke to shift the cg of the airplane closer to the main wheels in order to make the braking action more effective. As we reached the end of the runway I determined that we were still traveling too fast to turn the airplane off the runway. We ended up traveling about 15 to 20 feet into the blast pad area at the departure end of xxl. We then exited the runway after only being in the blast pad for not more than 10 seconds. After clearing the runway I then made a successful brake test and decided to continue the lesson. I then made a request with the tower to taxi back to xxl and continue left closed traffic. I did not receive a phone number from the tower. I think this showed my student that if he has a situation where his flaps become inoperative it would be best to request a landing on a runway that is longer than 3000 ft or instead use a forward slip landing technique; (which he as not learned how to perform yet). In this situation I should have had the student deploy his flaps for the landing to ensure that we could safely slow the airplane down and exit the runway. Another option for this situation would be to have the student execute a go-around. In the future while having a student practice 'no flap' landings and the tower asks us to make a full stop landing I will have the student use the recommended flap setting for the airplane during the approach andlanding.

Related reports:

Google
 

Original NASA ASRS Text

Title: After landing long and fast practicing no flap landings; instructor and student aboard an SR22 roll off the far end of a short runway onto an overrun area.

Narrative: I was giving instruction to a student pilot of mine in his SR-22 Turbo while in the traffic pattern. I was having him practice full-stop-landings and touch and goes. This student pilot has not yet soloed in his airplane. We reached a point in the training syllabus that has the student practice a couple of 'No Flap' landings while in the pattern to simulate a scenario of a flap malfunction. This item in the syllabus is intended to demonstrate to the student that he/she could still safely land the airplane if the flaps malfunction. Before the flight lesson the student and I discussed the 'no flap' landing and all the elements involved. We then went out to the airplane and started in the traffic pattern. I had the student first practice a couple of normal landings before moving on to the 'no flap' landings. I then demonstrated a 'no flap' landing to the student with a full stop. At this airport Runway XXL is primarily used for student pilots to practice landings and traffic pattern procedures. I then had my student try this type of landing. He successfully landed the airplane and exited the runway. So I decided to have him try it again in order to further boost his confidence in the airplane. During our time in the traffic pattern the tower controller was giving us 'the option' for each approach to XXL. After taking off again and turning crosswind to downwind the tower controller asked us to report a Boeing 757 in sight that had just departed Runway XXR. My student and I both looked for the airplane; which was now behind us and were unable to make visual contact. My student then reported 'negative contact;' to the tower controller. The controller then told us 'XXL cleared to land; make this one a full stop for wake turbulence.' This instruction is common here due to the wake turbulence generated by large jet traffic. Since both my student and I had just successfully landed in a flaps up configuration I decided to have him continue that approach and make a full stop landing. During the approach my student was flying at the recommended 'flaps up' approach speed of 90 KIAS. As he started his round out and flare he applied too much back pressure on the yoke which caused the airplane to then 'balloon' and float further down the runway. We then touched down on the runway 300 to 400 FT further than the time before. My student then applied the brakes to slow the airplane down. I noticed that his application of the brakes was not sufficient enough for our rate of speed and distance to the end of the runway. I then said 'my controls' as I applied heavier braking and pulled back on the yoke to shift the CG of the airplane closer to the main wheels in order to make the braking action more effective. As we reached the end of the runway I determined that we were still traveling too fast to turn the airplane off the runway. We ended up traveling about 15 to 20 feet into the blast pad area at the departure end of XXL. We then exited the runway after only being in the blast pad for not more than 10 seconds. After clearing the runway I then made a successful brake test and decided to continue the lesson. I then made a request with the tower to taxi back to XXL and continue left closed traffic. I did not receive a phone number from the tower. I think this showed my student that if he has a situation where his flaps become inoperative it would be best to request a landing on a runway that is longer than 3000 FT or instead use a forward slip landing technique; (which he as not learned how to perform yet). In this situation I should have had the student deploy his flaps for the landing to ensure that we could safely slow the airplane down and exit the runway. Another option for this situation would be to have the student execute a go-around. In the future while having a student practice 'no flap' landings and the tower asks us to make a full stop landing I will have the student use the recommended flap setting for the airplane during the approach andlanding.

Data retrieved from NASA's ASRS site as of April 2012 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.