Piper PA-44-180 accident near Rockford, Illinois, December 8, 2005

The NTSB's narrative final · quoted from the NTSB record

The airplane sustained substantial damage during a hard landing. The flight instructor and dual student were engaged in an instructional flight at the time of the accident. The flight instructor held a multi-engine airplane instructor rating and was providing training to the other pilot at the time of the accident. The dual student held a commercial pilot certificate with single and multi-engine airplane ratings, and a flight instructor certificate with a single-engine airplane rating. He was obtaining training in preparation for the multi-engine flight instructor rating at the time of the accident. The flight instructor stated that he intended for the student to execute a simulated forced landing on the remaining runway immediately after liftoff. He reported that he instructed the dual student to back taxi the full length of the runway. The tower subsequently cleared the flight for takeoff followed by an immediate landing. He noted that the dual student held the brakes and applied full engine power. Upon reaching full power, the student released the brakes and began the takeoff roll. After liftoff the student established the airplane in a climb at 88 [knots]. The instructor stated that upon reaching an altitude of 200 feet above ground level (agl), he instructed the student to "simultaneously reduce both throttles to idle while pitching for a landing attitude that maintain[ed] 88 [knots]. He reported that the resulting descent rate "did not appear favorable" so about 100 feet agl he "commanded" the dual student to execute a go-around. He noted that full engine power was applied, however, the descent continued until the airplane contacted the runway in a "flat attitude." It subsequently bounced back into the air. He recalled that the stall warning horn sounded shortly before runway contact. The flight instructor stated that he assumed control of the airplane at this point and decided to continue the go-around since the engines seemed to be producing full power. He noted that during the flight around the traffic pattern, the rudder and stabilator were "less responsive than usual." He subsequently executed a no-flap landing on the departure runway. A post accident inspection revealed that the fuselage skin on the left and right sides, forward of the windshield was buckled. The left main landing gear strut was bent aft approximately 90 degrees. Both engine propellers were in the feathered position. The blade tips were curled and twisted consistent with runway contact.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.