AN SMT; WITH AN AIR CARRIER INSPECTOR AT THE CTLS; MADE A WHEELS UP LNDG.

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AFTER COMPLETING A FAR 135.297 CHK RIDE; I OFFERED TO LET THE FAA EXAMINER TO FLY THE ACFT; TO WHICH HE ACCEPTED. WHILE ON DOWNWIND I SIMULATED AN ENG FAILURE; AFTER HE IDENTED THE FAILED ENG I ADDED A LITTLE PWR TO SIMULATED '0 THRUST.' AT THIS POINT HE LET THE AIRSPD DECAY BELOW BLUE-LINE TO EVENTUALLY ABOUT 85 KIAS ON SHORT FINAL. I WAS VERY CONCERNED ABOUT THIS SLOW AIRSPD AND WAS PREPARING TO RESUME COMMAND AND INITIATE A STALL RECOVERY SHOULD ANY SIGN OF A PRE-STALL BUFFET OCCUR. I DIDN'T SAY ANYTHING TO THE EXAMINER DUE TO MY RESPECT OF HIM AND ESPECIALLY HIS POS. MY VIEW OF THE LNDG GEAR INDICATORS WAS BLOCKED BY THE APCH PLATES ON THE CTL YOKE AND THE GEAR WARNING HORN WOULD NOT ACTIVATE DUE TO THE PWR BEING USED. MY FIRST INDICATION OF THE GEAR NOT BEING IN THE CORRECT POS WAS WHEN THE PROPS STRUCK THE RWY. LESSONS: COCKPIT RESOURCE MGMNT SHOULD ALWAYS BE USED WHEN MORE THAN 1 PLT IS ON BOARD. IN ADDITION COCKPIT RESOURCE MGMNT SHOULD NOT BE 'YOU DO YOUR JOB AND I DO MINE' BUT EACH SHOULD BACK-UP THE OTHER. EVEN IF YOU ARE FLYING WITH YOUR BOSS; FAA; OR ANY OTHER PLT MAKE SURE THAT BOTH OF YOU USE THAT CHKLIST. AND IF ONE OTHER PLT DOES MAKE A MISTAKE BE DIPLOMATIC ABOUT IT; IT CAN HAPPEN TO YOU.