Narrative:

I was providing the insurance training for mr X; who is 1 of 4 new owners of a PA46-350T malibu mirage. I am a contract flight instructor and specialize in initial and recurrent training in piper PA46 aircraft. Mr X was completing 7.5 hours of his 10.0 hours required by the insurance company. His experience includes 600 hours in the piper saratoga that they traded in on this aircraft so he is experienced in high performance and complex aircraft. Mr X is a former instrument student of mine as are the other aircraft owners. The final maneuver planned for that day was the simulation of the loss of an engine. We began on downwind at 3000 ft MSL which is over 2000 ft AGL at ZZZ. Opposite the touchdown point I retarded the throttle to idle. After completing the downwind to base turn we extended the landing gear. Both mr X and I confirmed that we had 3 green lights. After completing the base to final turn we added 10 degrees of flaps. I had some concern that we would safely clear some trees on a 3/4 mi final so I added enough power to be sure we would clear the trees; then I retarded the throttle to idle. On short final both mr X and I confirmed that we had 3 green lights; we did not have a gear light or a gear warning light on the annunciator panel; nor did we have a gear warning horn. As we crossed the threshold and began our landing flare we heard a very loud scraping sound. My first reaction was to call for a go around and mr X advanced the throttle and we began to climb. My instinct was to reconfirm the 3 green lights and they were on. After we climbed 500 ft we retracted the flaps and the gear; all appeared to be normal. We conducted a visual check from the cockpit and the wings; tail; flaps and ailerons all appeared to be ok. The engine was running smoothly; no vibrations; and we were climbing normally. I made the decision to return to our home airport. Since there was some concern that our gear was operating normally I cycled the gear twice and all appeared to be normal; lights off when the gear was up and lights on when it was down. After landing we noticed the radar pod below the right wing was badly damaged; clearly what we heard scraping. A small paint scrape; about an inch long on the right wingtip and another scrape on the lower right tip of the elevator. Coming to the front of the plane we saw there was a propeller strike. Less than an inch damage was observed on each propeller blades; the damage was beyond the white and red stripe on the blades. As I mentioned above we did not have any vibrations or abnormal indications from the engine or the propeller. None of the antennae on the bottom of the aircraft appeared to be touched. Mr Y who manages the shop then joined us and pointed out some further damage. The paint was scraped on the outside of the main gear wheels however none of the gear doors were damaged. This would imply a partially extended or partially retracted main gear. Mr X and I once again confirmed that we saw 3 green lights just before and just after the event. Callback conversation with reporter revealed the following information: the reporter stated both the student and the reporter agree that 3 green landing gear safe lights were illuminated on final approach. The FAA report states the airplane was landed with the landing gear retracted. The airplane was jacked and landing gear and landing gear indication operated normally. The airplane is not in service as the engine is being torn down for inspection due to the propeller strike. Supplemental information from acn 711284: I was instructed to not put landing gear down and go to best glide speed which is 90 KTS.

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Original NASA ASRS Text

Title: A PA46-350T DURING AN INSTRUCTION FLT ON A SIMULATED ENG OUT MANEUVER INCURRED DAMAGE DUE TO THE LNDG GEAR NOT EXTENDED.

Narrative: I WAS PROVIDING THE INSURANCE TRAINING FOR MR X; WHO IS 1 OF 4 NEW OWNERS OF A PA46-350T MALIBU MIRAGE. I AM A CONTRACT FLT INSTRUCTOR AND SPECIALIZE IN INITIAL AND RECURRENT TRAINING IN PIPER PA46 ACFT. MR X WAS COMPLETING 7.5 HRS OF HIS 10.0 HRS REQUIRED BY THE INSURANCE COMPANY. HIS EXPERIENCE INCLUDES 600 HRS IN THE PIPER SARATOGA THAT THEY TRADED IN ON THIS ACFT SO HE IS EXPERIENCED IN HIGH PERFORMANCE AND COMPLEX ACFT. MR X IS A FORMER INST STUDENT OF MINE AS ARE THE OTHER ACFT OWNERS. THE FINAL MANEUVER PLANNED FOR THAT DAY WAS THE SIMULATION OF THE LOSS OF AN ENG. WE BEGAN ON DOWNWIND AT 3000 FT MSL WHICH IS OVER 2000 FT AGL AT ZZZ. OPPOSITE THE TOUCHDOWN POINT I RETARDED THE THROTTLE TO IDLE. AFTER COMPLETING THE DOWNWIND TO BASE TURN WE EXTENDED THE LNDG GEAR. BOTH MR X AND I CONFIRMED THAT WE HAD 3 GREEN LIGHTS. AFTER COMPLETING THE BASE TO FINAL TURN WE ADDED 10 DEGS OF FLAPS. I HAD SOME CONCERN THAT WE WOULD SAFELY CLR SOME TREES ON A 3/4 MI FINAL SO I ADDED ENOUGH PWR TO BE SURE WE WOULD CLR THE TREES; THEN I RETARDED THE THROTTLE TO IDLE. ON SHORT FINAL BOTH MR X AND I CONFIRMED THAT WE HAD 3 GREEN LIGHTS; WE DID NOT HAVE A GEAR LIGHT OR A GEAR WARNING LIGHT ON THE ANNUNCIATOR PANEL; NOR DID WE HAVE A GEAR WARNING HORN. AS WE CROSSED THE THRESHOLD AND BEGAN OUR LNDG FLARE WE HEARD A VERY LOUD SCRAPING SOUND. MY FIRST REACTION WAS TO CALL FOR A GAR AND MR X ADVANCED THE THROTTLE AND WE BEGAN TO CLB. MY INSTINCT WAS TO RECONFIRM THE 3 GREEN LIGHTS AND THEY WERE ON. AFTER WE CLBED 500 FT WE RETRACTED THE FLAPS AND THE GEAR; ALL APPEARED TO BE NORMAL. WE CONDUCTED A VISUAL CHK FROM THE COCKPIT AND THE WINGS; TAIL; FLAPS AND AILERONS ALL APPEARED TO BE OK. THE ENG WAS RUNNING SMOOTHLY; NO VIBRATIONS; AND WE WERE CLBING NORMALLY. I MADE THE DECISION TO RETURN TO OUR HOME ARPT. SINCE THERE WAS SOME CONCERN THAT OUR GEAR WAS OPERATING NORMALLY I CYCLED THE GEAR TWICE AND ALL APPEARED TO BE NORMAL; LIGHTS OFF WHEN THE GEAR WAS UP AND LIGHTS ON WHEN IT WAS DOWN. AFTER LNDG WE NOTICED THE RADAR POD BELOW THE R WING WAS BADLY DAMAGED; CLRLY WHAT WE HEARD SCRAPING. A SMALL PAINT SCRAPE; ABOUT AN INCH LONG ON THE R WINGTIP AND ANOTHER SCRAPE ON THE LOWER R TIP OF THE ELEVATOR. COMING TO THE FRONT OF THE PLANE WE SAW THERE WAS A PROP STRIKE. LESS THAN AN INCH DAMAGE WAS OBSERVED ON EACH PROP BLADES; THE DAMAGE WAS BEYOND THE WHITE AND RED STRIPE ON THE BLADES. AS I MENTIONED ABOVE WE DID NOT HAVE ANY VIBRATIONS OR ABNORMAL INDICATIONS FROM THE ENG OR THE PROP. NONE OF THE ANTENNAE ON THE BOTTOM OF THE ACFT APPEARED TO BE TOUCHED. MR Y WHO MANAGES THE SHOP THEN JOINED US AND POINTED OUT SOME FURTHER DAMAGE. THE PAINT WAS SCRAPED ON THE OUTSIDE OF THE MAIN GEAR WHEELS HOWEVER NONE OF THE GEAR DOORS WERE DAMAGED. THIS WOULD IMPLY A PARTIALLY EXTENDED OR PARTIALLY RETRACTED MAIN GEAR. MR X AND I ONCE AGAIN CONFIRMED THAT WE SAW 3 GREEN LIGHTS JUST BEFORE AND JUST AFTER THE EVENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED BOTH THE STUDENT AND THE RPTR AGREE THAT 3 GREEN LNDG GEAR SAFE LIGHTS WERE ILLUMINATED ON FINAL APCH. THE FAA RPT STATES THE AIRPLANE WAS LANDED WITH THE LNDG GEAR RETRACTED. THE AIRPLANE WAS JACKED AND LNDG GEAR AND LNDG GEAR INDICATION OPERATED NORMALLY. THE AIRPLANE IS NOT IN SVC AS THE ENG IS BEING TORN DOWN FOR INSPECTION DUE TO THE PROP STRIKE. SUPPLEMENTAL INFO FROM ACN 711284: I WAS INSTRUCTED TO NOT PUT LNDG GEAR DOWN AND GO TO BEST GLIDE SPD WHICH IS 90 KTS.

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.