Narrative:

The problem arose when me and my student were in the end of our practice session doing touch and goes. After a touch and go, approximately 200 ft AGL and 10000 ft of runway left, I closed the right throttle to simulate engine out. My intention was for the student to close left throttle and land on remaining runway, but my student started his engine out checklist as with: mixture rich, propellers forward, full throttle: and wanted to fly the airplane. Before he came to: flaps up: gear up: on the checklist 1 suggested to my student that a landing straight ahead might be good. We did have 10000 ft of runway to use. Vandenberg AFB runway is 15000 ft total. This is the moment when things start to go wrong. My student planned on a single engine go around and I had planned a landing straight ahead. What I didn't know, but should have checked, was that my student just before I retarded the throttle, put the gear switch in gear up position. So the gears were coming up and my student, trusting my advise, retards left throttle and proceeds with landing the aircraft. At this time we are coming in for landing with no flaps and no gear and at least initially with no gear down warning horn. It takes approximately 4-5 seconds for the gear down warning horn to go off from the point when you put the gear switch in up position and when the warning goes off it's not as intense as when the gear is up and locked, it's longer tones at a slower pace while the gear is retracting. We are coming in hot and with a lot of power on left engine. When my student tried to flare we did not touch the ground. It felt wrong. We ballooned a little bit and next time we approached the runway we heard a sound from left engine and realized then that the gear was not down and applied full throttles on both engines. We also hit the ground with the right propeller before the airplane lifted off again. I took control over the airplane and flew a right closed pattern and landed the airplane safely after making sure that the gear was down and locked. Thing that contributed to the incident. Lack of communication between me and the student. Although we do go through engine out procedures for all situations before the first takeoff in a practice session. In this case this was 1 hour earlier. The fact that my student recently graduated from upt, which brought the habit of bringing the gear up as soon as you are 'safely climbing' and not when you run out of runway. (From the training). Personally, I was not on top of my performance. The beginning of february has been hard for me. I've moved into a new place. I had to buy a car. I had to fix the car because it didn't work. These things just made me tired and tense, and I was not paying enough attention to what my students hands were doing. Me having too much respect and too much trust in my quite experienced student who really flies the airplane well.

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Original NASA ASRS Text

Title: PROP STRIKE ON TWIN SMA DURING A CTLED ABORTED GAR AS GEAR WAS RETRACTING.

Narrative: THE PROBLEM AROSE WHEN ME AND MY STUDENT WERE IN THE END OF OUR PRACTICE SESSION DOING TOUCH AND GOES. AFTER A TOUCH AND GO, APPROX 200 FT AGL AND 10000 FT OF RWY L, I CLOSED THE R THROTTLE TO SIMULATE ENG OUT. MY INTENTION WAS FOR THE STUDENT TO CLOSE L THROTTLE AND LAND ON REMAINING RWY, BUT MY STUDENT STARTED HIS ENG OUT CHKLIST AS WITH: MIXTURE RICH, PROPS FORWARD, FULL THROTTLE: AND WANTED TO FLY THE AIRPLANE. BEFORE HE CAME TO: FLAPS UP: GEAR UP: ON THE CHKLIST 1 SUGGESTED TO MY STUDENT THAT A LNDG STRAIGHT AHEAD MIGHT BE GOOD. WE DID HAVE 10000 FT OF RWY TO USE. VANDENBERG AFB RWY IS 15000 FT TOTAL. THIS IS THE MOMENT WHEN THINGS START TO GO WRONG. MY STUDENT PLANNED ON A SINGLE ENG GAR AND I HAD PLANNED A LNDG STRAIGHT AHEAD. WHAT I DIDN'T KNOW, BUT SHOULD HAVE CHKED, WAS THAT MY STUDENT JUST BEFORE I RETARDED THE THROTTLE, PUT THE GEAR SWITCH IN GEAR UP POS. SO THE GEARS WERE COMING UP AND MY STUDENT, TRUSTING MY ADVISE, RETARDS L THROTTLE AND PROCEEDS WITH LNDG THE ACFT. AT THIS TIME WE ARE COMING IN FOR LNDG WITH NO FLAPS AND NO GEAR AND AT LEAST INITIALLY WITH NO GEAR DOWN WARNING HORN. IT TAKES APPROX 4-5 SECONDS FOR THE GEAR DOWN WARNING HORN TO GO OFF FROM THE POINT WHEN YOU PUT THE GEAR SWITCH IN UP POS AND WHEN THE WARNING GOES OFF IT'S NOT AS INTENSE AS WHEN THE GEAR IS UP AND LOCKED, IT'S LONGER TONES AT A SLOWER PACE WHILE THE GEAR IS RETRACTING. WE ARE COMING IN HOT AND WITH A LOT OF PWR ON L ENG. WHEN MY STUDENT TRIED TO FLARE WE DID NOT TOUCH THE GND. IT FELT WRONG. WE BALLOONED A LITTLE BIT AND NEXT TIME WE APCHED THE RWY WE HEARD A SOUND FROM L ENG AND REALIZED THEN THAT THE GEAR WAS NOT DOWN AND APPLIED FULL THROTTLES ON BOTH ENGS. WE ALSO HIT THE GND WITH THE R PROP BEFORE THE AIRPLANE LIFTED OFF AGAIN. I TOOK CTL OVER THE AIRPLANE AND FLEW A R CLOSED PATTERN AND LANDED THE AIRPLANE SAFELY AFTER MAKING SURE THAT THE GEAR WAS DOWN AND LOCKED. THING THAT CONTRIBUTED TO THE INCIDENT. LACK OF COM BTWN ME AND THE STUDENT. ALTHOUGH WE DO GO THROUGH ENG OUT PROCS FOR ALL SITUATIONS BEFORE THE FIRST TKOF IN A PRACTICE SESSION. IN THIS CASE THIS WAS 1 HR EARLIER. THE FACT THAT MY STUDENT RECENTLY GRADUATED FROM UPT, WHICH BROUGHT THE HABIT OF BRINGING THE GEAR UP AS SOON AS YOU ARE 'SAFELY CLBING' AND NOT WHEN YOU RUN OUT OF RWY. (FROM THE TRAINING). PERSONALLY, I WAS NOT ON TOP OF MY PERFORMANCE. THE BEGINNING OF FEBRUARY HAS BEEN HARD FOR ME. I'VE MOVED INTO A NEW PLACE. I HAD TO BUY A CAR. I HAD TO FIX THE CAR BECAUSE IT DIDN'T WORK. THESE THINGS JUST MADE ME TIRED AND TENSE, AND I WAS NOT PAYING ENOUGH ATTN TO WHAT MY STUDENTS HANDS WERE DOING. ME HAVING TOO MUCH RESPECT AND TOO MUCH TRUST IN MY QUITE EXPERIENCED STUDENT WHO REALLY FLIES THE AIRPLANE WELL.

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.