Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Flight Crew Instrument; Flight Crew Commercial
Workload; Situational Awareness; Time Pressure
Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft
Aircraft Aircraft Damaged; General Evacuated
Procedure; Human Factors; Aircraft
I took my third training flight in the twin engine aircraft with my instructor. After going missed from a circling approach to runway XX at ZZZ; the instructor simulated an engine failure by reducing the left throttle to idle. I went through the memory items for the engine failure after takeoff as I had practiced them in the simulator. With the single engine I climbed to 2000 feet and was vectored onto the ILS XX approach. Approaching minimums; my instructor told me to remove the view limiting device and I saw the runway. Shortly thereafter; he told me to go missed. I performed the missed approach flow but when I advanced the throttles; the airplane drifted to the left of the runway and did not climb. I had retracted the gear and flaps according to the procedure; but when we realized we were going to make contact with the ground; my instructor extended the landing gear. We bounced once and the second time we contacted the ground; we veered to the left and came to a stop. Loss of power in the left engine at low altitude
During my third training flight in the light twin aircraft; we performed the LOC XX approach into ZZZ; concluding with a circle to runway XX1. We went missed from runway XX1 and flew straight out. During the climb; the instructor simulated an engine failure by retarding the left throttle to idle. I performed all the memory items as I had practiced them in the simulator: while maintaining directional control and airspeed; I smoothly moved the mixtures; then props; then throttles to the full forward position; and then when I had determined that the left engine was the failed one; I placed the left fuel pump forward to the high position. The left throttle was at idle. Then I reached for the left engine mixture control. I expected my instructor's hand to be blocking the quadrant but it wasn't. I checked with him and he told me to continue with the procedure. I reduced the left mixture to idle after which he pushed the control forward slightly. I reduced the left prop to feather and then he pushed this forward slightly as well. After the memory items; I pulled out the QRH to complete the procedure. During this time ZZZ tower switched us over to approach and we requested the ILS XX. My instructor was on the radios. When I opened the QRH; he told me to turn the autopilot on; which I did. After that; I completed the engine failure flow according to the QRH; except that I only touched and verbalized the items relating to the left engine; and did not move any switches. We were vectored for the ILS XX approach and I ran the in-range and before landing checklists according to the QRH. On final approach; my instructor had brought the left engine mixtures and props full forward. Just before minimums; he told me to look up and I saw the runway in front of me. The PAPIs indicated that I was on glidepath and we were set up for a landing in the touchdown zone. He told me to go around. I pressed the mixture controls forward (they were already full forward); then the propeller controls (already full forward); then throttles full forward; and began to apply back pressure and as I did so. I noticed the airplane did not respond as it had during the previous go-around. The airplane was drifting to the left of the runway center line. I retracted the flaps. Then I retracted the landing gear. All of this happened within a matter of seconds. The airplane was significantly left of center line; flying over the grass. I tried to use the aileron and rudders to fly a straight course. It was not climbing at the rate I expected. I scanned the controls and instruments to see what could be the matter. Everything seemed to be in place. I noticed the airspeed was low-- around 80 knots-- and I released back pressure to prevent a stall. At this point I realized that my instructor was speaking loudly and with urgency about the landing gear. I had just retracted the landing gear. Thinking that he wanted to reduce drag for the climb; I told him 'landing gear is retracted.' He reached across the cockpit and placed the gear in the down position. It was at this point that I realized that he wanted the gear down because we were going to make contact with the ground. Within seconds of him placing the gear in the down position; we did make contact with the ground. I believe he and I both were at the controls at this point. We contacted the ground hard once; bounced slightly; then contacted the ground again; at which point the airplane veered to the left and came to a stop.My instructor contacted tower and told them that there were no injuries. Tower said emergency vehicles were on their way. I motioned to the switches and asked 'should we turn them off?' He said 'yes-- battery and alternators [motioning with his hand] and magnetos.' I turned these off; then the pump switches. I then looked out the window and surveyed the damage. I saw the tip of the left wing in contact with the ground; the bent props of the left engine; and the long groove in the turf created by thedragging left wheel. Then emergency personnel arrived and we exited the airplane.I saw the left fuel pump on high after the airplane came to a stop. I think the fuel pump being left on high flooded the engine; preventing it from supplying power during the go-around. Prior to this flight I had done a couple of simulator sessions involving an engine failure; and I had witnessed several simulator sessions which involved engine failures. During all of these sessions; the fuel pump on the faulty or inoperative engine was brought to high. During one simulator session; the instructor made a point of showing that this could solve the issue.I do not remember being told that during an actual training flight in the airplane; the pump should not be turned to high. During the previous training flight; I was told that on the inoperative engine I should only 'touch and tell' and not flip switches. I remembered this and did not flip any switches dealing with the left engine during my flight; which meant that I kept the left fuel pump on high.1. Make it more clear in training that the fuel pump being turned to high can cause the engine to flood and fail to restart. 2. Before doing a simulated engine failure in flight; make it more clear that the fuel pump being turned to high is the one memory item that ought to be simulated... or; that instead of 'touch and tell' on all the items related to the failed engine; it should be 'touch and tell on all items except the fuel pump; which should be turned to the off position'
Light twin engine pilot in training reported an engine failure during landing.