Private pilot in a commander 112 undergoing BFR was asked to perform a simulated engine out landing ...

Narrative:

I was in a rockwell aero commander 112 performing my BFR. I was traveling downwind in the traffic pattern when I was instructed to perform a power-off 180 maneuver as the last landing for the day for my BFR. I was parallel to the end of the runway when I was given a command to commence the maneuver. When I initiated the maneuver; I departed from my checklist and commenced the maneuver as if it were an actual engine out procedure. I did not extend my landing gear and experienced an engine out procedure with no landing gear. The landing was a smooth three-point landing on the centerline. When the aircraft stopped; the cfii and I both made a safe exit; unharmed. The three point landing was on the two steps and front wheel well doors. The gear up landing caused the following damage; grinding of the two steps; scraping of the front wheel doors and a prop strike. After reviewing and analyzing the event; I have determined that not following my checklist and my trained procedures for landing; I did not ensure that I had my landing gear down prior to landing by failing to review the checklist. In the future I plan to update my mental checklist and flow to include the acronym g-gumps: gear; gas; undercarriage; mixture; prop and switches as a backup and in conjunction to my written checklist for landing. Factors playing a role in the gear up situation according to the cfii: poor radio's causing poor communication; no audible gear warning horn; gear warning light dim and easily dismissed; time of day (sunset); unfamiliar aircraft to instructor. In reviewing the regulations and in accordance with the definitions of NTSB part 830; I find that his aircraft was not substantially damaged as defined by 49 crash fire rescue equipment part 830.2. This being an incident I am filing a report to report an unsafe condition. I have identified a problem area in my performance and accordingly I am taking the following preventative measures and actions: 1) I have reported this incident to my insurance company. 2) I have sought training in the following areas; retractable landings; checklist procedures; and emergency landings. 3) I have met with mr X; an FAA approved safety counselor; and will be receiving training from him for the areas listed in item 2 above. 4) I am filing a report to advise the FAA of the incident.

Original NASA ASRS Text

Title: Private pilot in a Commander 112 undergoing BFR was asked to perform a simulated engine out landing from abeam the runway end. The landing gear was never extended and resulted in a gear-up landing.

Narrative: I was in a Rockwell Aero Commander 112 performing my BFR. I was traveling downwind in the traffic pattern when I was instructed to perform a power-off 180 maneuver as the last landing for the day for my BFR. I was parallel to the end of the runway when I was given a command to commence the maneuver. When I initiated the maneuver; I departed from my checklist and commenced the maneuver as if it were an actual engine out procedure. I did not extend my landing gear and experienced an engine out procedure with no landing gear. The landing was a smooth three-point landing on the centerline. When the aircraft stopped; the CFII and I both made a safe exit; unharmed. The three point landing was on the two steps and front wheel well doors. The gear up landing caused the following damage; grinding of the two steps; scraping of the front wheel doors and a prop strike. After reviewing and analyzing the event; I have determined that not following my checklist and my trained procedures for landing; I did not ensure that I had my landing gear down prior to landing by failing to review the checklist. In the future I plan to update my mental checklist and flow to include the acronym G-GUMPS: Gear; Gas; Undercarriage; Mixture; Prop and Switches as a backup and in conjunction to my written checklist for landing. Factors playing a role in the gear up situation according to the CFII: Poor radio's causing poor communication; no audible gear warning horn; gear warning light dim and easily dismissed; time of day (sunset); unfamiliar aircraft to instructor. In reviewing the regulations and in accordance with the definitions of NTSB part 830; I find that his aircraft was not substantially damaged as defined by 49 CFR Part 830.2. This being an incident I am filing a report to report an unsafe condition. I have identified a problem area in my performance and accordingly I am taking the following preventative measures and actions: 1) I have reported this incident to my insurance company. 2) I have sought training in the following areas; retractable landings; checklist procedures; and emergency landings. 3) I have met with Mr X; an FAA approved Safety Counselor; and will be receiving training from him for the areas listed in item 2 above. 4) I am filing a report to advise the FAA of the incident.

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.

Attributes
ACN	855392
Time
Date	200909
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Commander 112/A/B/TC
Operating Under FAR Part	Part 91
Flight Phase	Landing
Flight Plan	None
Component
Aircraft Component	Landing Gear
Person 1
Function	Pilot Flying Trainee
Qualification	Flight Crew Instrument Flight Crew Private
Experience	Flight Crew Last 90 Days 3 Flight Crew Type 150
Events
Anomaly	Deviation - Procedural Published Material / Policy Ground Event / Encounter Gear Up Landing

Private pilot in a commander 112 undergoing BFR was asked to perform a simulated engine out landing from abeam the runway end. The landing gear was never extended and resulted in a gear-up landing.