Narrative:

I was issuing a standardization ride to our company's senior captain in our company C210. This aircraft is a 1967 model with an all hydraulic landing gear system. We departed springfield, il, and did about 30 mins of airwork which he performed to ATP standards. We then proceeded to jacksonville, il (an uncontrolled field with a 5000 ft paved runway), for pattern work. After 4 or 5 patterns and touch- and-goes, I pulled the throttle to idle at midfield downwind to simulate an engine failure. Initially I silenced the gear horn manually so as to conduct discussion about his procedures. He turned towards the runway and moved the landing gear handle to the down position. When landing was assured, he lowered full flaps. I had released the gear silence horn button and heard the noise warning us of no gear down. For some reason, we were both caught up in the simulated emergency and did not react to the gear horn or even visually check the gear. We landed on the centerline but gear up. There were no injuries and the local FSDO investigated and called it an incident. In hindsight: 1) I believe the PF moved the gear handle only to the down neutral position instead of all the way to the extend position. That caused the gear to not extend. 2) I should not have silenced a warning horn even momentarily. 3) both of us should have confirmed the gear position. 4) the simulated engine failure captured all of our attention and we both forgot to do the basic parts of flying the airplane (gas, undercarriage, mixture, propeller). 5) the differences in the landing gear system of this hydraulic type and our other company C210 (electric/hydraulic) may have led to confusion during the simulated engine failure.

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Original NASA ASRS Text

Title: GEAR UP LNDG. RPTR CHK PLT PULLED PWR OFF ON DOWNWIND TO SIMULATE ENG OUT, PLT PUT GEAR HANDLE DOWN, BUT ONLY HALF WAY (COMPANY HAD ANOTHER ACFT OF SAME MODEL, BUT WITH ELECTRIC GEAR WHICH WAS THE SAME POS AS PLT PUT THE HANDLE). BOTH FLC IGNORED GEAR WARNING HORN.

Narrative: I WAS ISSUING A STANDARDIZATION RIDE TO OUR COMPANY'S SENIOR CAPT IN OUR COMPANY C210. THIS ACFT IS A 1967 MODEL WITH AN ALL HYD LNDG GEAR SYS. WE DEPARTED SPRINGFIELD, IL, AND DID ABOUT 30 MINS OF AIRWORK WHICH HE PERFORMED TO ATP STANDARDS. WE THEN PROCEEDED TO JACKSONVILLE, IL (AN UNCTLED FIELD WITH A 5000 FT PAVED RWY), FOR PATTERN WORK. AFTER 4 OR 5 PATTERNS AND TOUCH- AND-GOES, I PULLED THE THROTTLE TO IDLE AT MIDFIELD DOWNWIND TO SIMULATE AN ENG FAILURE. INITIALLY I SILENCED THE GEAR HORN MANUALLY SO AS TO CONDUCT DISCUSSION ABOUT HIS PROCS. HE TURNED TOWARDS THE RWY AND MOVED THE LNDG GEAR HANDLE TO THE DOWN POS. WHEN LNDG WAS ASSURED, HE LOWERED FULL FLAPS. I HAD RELEASED THE GEAR SILENCE HORN BUTTON AND HEARD THE NOISE WARNING US OF NO GEAR DOWN. FOR SOME REASON, WE WERE BOTH CAUGHT UP IN THE SIMULATED EMER AND DID NOT REACT TO THE GEAR HORN OR EVEN VISUALLY CHK THE GEAR. WE LANDED ON THE CTRLINE BUT GEAR UP. THERE WERE NO INJURIES AND THE LCL FSDO INVESTIGATED AND CALLED IT AN INCIDENT. IN HINDSIGHT: 1) I BELIEVE THE PF MOVED THE GEAR HANDLE ONLY TO THE DOWN NEUTRAL POS INSTEAD OF ALL THE WAY TO THE EXTEND POS. THAT CAUSED THE GEAR TO NOT EXTEND. 2) I SHOULD NOT HAVE SILENCED A WARNING HORN EVEN MOMENTARILY. 3) BOTH OF US SHOULD HAVE CONFIRMED THE GEAR POS. 4) THE SIMULATED ENG FAILURE CAPTURED ALL OF OUR ATTN AND WE BOTH FORGOT TO DO THE BASIC PARTS OF FLYING THE AIRPLANE (GAS, UNDERCARRIAGE, MIXTURE, PROP). 5) THE DIFFERENCES IN THE LNDG GEAR SYS OF THIS HYD TYPE AND OUR OTHER COMPANY C210 (ELECTRIC/HYD) MAY HAVE LED TO CONFUSION DURING THE SIMULATED ENG FAILURE.

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.