Flight Instructor and student reported during training flight while landing on a simulated single engine approach failing to lower the landing gear resulting in a ground strike and executing a go around. The Flight Instructor took control of the aircraft and landed safely at the airport.
Synopsis
Flight Instructor and student reported during training flight while landing on a simulated single engine approach failing to lower the landing gear resulting in a ground strike and executing a go around. The Flight Instructor took control of the aircraft and landed safely at the airport.
Narrative
Starting at ZZZ We do a short field takeoff. Climb up to 1200 feet before starting our cross wind turn. As we turn for the downwind I grab the left throttle and bring it to idle; simulating a single engine scenario in the pattern. The student does what they need to do. Full mix; full prop; full throttle; gear up; flaps up; Identify; Verify then mimic the shutdown left throttle; shutdown left prop; and shutdown left mix. I put my hand below the prop and mix to prevent to student from actually cutting off an engine. I then zero thrust or put the left throttle at 12in of manifold pressure roughly. We continue on the down wind. There was traffic short final and traffic in front of us that was turning base. We extend our downwind and make the radio call. At this point we waited to bring gear down as we were trying to make sure that the landing was assured. It was hot; windy and bumpy so as we turn base for Runway XX we add 2 notches of flaps as we were fast still (roughly 109) at this point we verbalized GUMPS (Gas; Undercarriage; Mix; Props; switches) but I did not physically put my hand on the items. We turn final; at this point we have a stabilized approach but a little to the left. And we are fast (roughly 90 knots) our power was set to roughly 14 inches of manifold pressure. We bring in the last notch of flaps. I verbalized GUMPS but again I looked and didn't touch; except for the fuel selector (GAS). It looked like 3 green at this point but it was afternoon and I probably saw the sunlight hit the light bulbs. Everything looked good. We were still very fast on landing for the flair probably 85knots and there was a decent cross wind that caused us to have to use right rudder to get on center line. We aimed for the threshold and we floated past the numbers and 1000 foot markers. At this point we are about to initiate a go around when for a second we hear a scrape. It happened very fast; it cause us to pitch up abruptly and at this point we gain a good 10 to 15 feet in altitude. With the runway running out quickly we execute a go around. Everything felt and sounded fine. On climb out I take controls. I go to verify gear down the realized it was up. and walk the flaps out incrementally and I keep the gear down for the pattern. We continue into the pattern. And I make the landing just fine. We pull up to the FBO and shutdown. At no point did we hear the landing gear horn. We didn't press the landing gear horn mute button except for 1 or 2 times earlier in the flight during VMC demo. On that note I could have actually done my part in physically checking by touching the landing gear lever. I physically touch the fuel selector to make sure both fuel selectors are on. I need to physically touch the Landing gear switch after. That assures that the motion has been completed after the student does it.
Second reporter narrative
I am submitting this report regarding the training flight that took place today; Day 0; involving a gear-related incident at ZZZ. The flight departed ZZZ1 at approximately XA:25. After departure; we climbed to 3;500-4;500 ft to conduct maneuvers; including power-on/off stalls; slow flight; accelerated stall; emergency descent; and an engine-out securing procedure. We then proceeded to ZZZ for pattern and approach work. - First approach: We flew the RNAV Runway XX instrument approach and completed a normal full-stop landing; then taxied back for another pattern. - Second approach: We simulated a single-engine approach. I performed the checklist and executed GUMPS on downwind; base; and final. The approach and landing were completed without issue. - Third approach (incident): We entered the pattern and extended our downwind because of a traffic before turning base. I recall performing GUMPS earlier in the pattern; but I am not fully certain if it was completed again before final. On short final; the aircraft floated over the runway numbers. While still airborne; we heard a scraping sound. I immediately pitched up; applied full power; and initiated a go-around and when that happened the CFI pushed the joke forward trying to continue with the landing contrary to what I was trying to do (Go Around); he was very nervous and freaked out as I was trying to control the plane in that situation. At that point; I transferred controls to my CFI. We confirmed that the landing gear was retracted; despite no landing gear warning horn having sounded (conditions were: 25 degrees of flaps; manifold pressure below 14'; power at idle). My CFI continued in the pattern and completed a safe landing with the gear down. We taxied to parking; secured the aircraft; and locked it down with chains. I believe the decision to go around was the safest course of action; as the landing gear was not extended; we were still airborne with residual power; and there was insufficient runway remaining for a safe landing.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.