Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A friend who has a multi engine and instrument rating was interested in possibly buying my Cessna 310 so we flew to breakfast in IMC with me in the left seat acting as PIC. I suggested that on our return; he sit in the left seat and we fly to ZZZ where they had longer runways than our home field and he could practice some landings. While he was rated; I was still PIC from the right seat as he was not multi engine current and I was a multi engine CFI.We flew down and executed an RNAV/GPS (Area Navigation) approach to Runway XX in VMC conditions. I said that our first landing exercise would be to take the plane almost down to the runway and just fly a foot or so off of the deck to help visualize the sight picture; before cutting the throttles and landing. We'd then taxi back for more pattern work.The approach was very successful and everything went well until about 50 feet when he started to flare. I said we needed to keep coming down; we were nowhere near the altitude we needed to be at to begin the flare; but he leveled off; seeming to feel for the runway from that point. We quickly reached the midpoint of the runway and I began thinking that a go around would be necessary but I let him continue a bit further. Shortly thereafter I called for a go around but he cut the power; raised the nose; and landed firmly; about 2/3 of the way down the runway. I did not think we had room to stop on the remaining runway and at 80 knots we were close to flying speed. He told me to take over and I applied full power. At the end of the runway we still were slower than I would want to be but I raised the nose and we were airborne in ground effect. The plane was very slow to accelerate or climb and I felt my friend pulling back on the yoke. I pushed forward not wanting to stall or leave ground effect. At this point I realized that our gear was still down and that we had landing flaps. I knew that if I retracted landing flaps we had a very strong potential to sink into the ground so faced with that option I left the flaps down. I was not sure of the drag effect from gear retraction so I left it down as well. Again I felt him pulling back on the wheel while I yelled 'stop pulling' and pushed forward.Soon there was a row of trees in the windshield and I gathered we had gotten all of the speed we could for the time being and I pulled back on the yoke. The tower controller had seen what was going on and asked us if we were ok; did we need assistance; and did we see the trees. He also asked if we would be avoiding the trees. These calls were a distraction and I did not answer as my first priority was to fly the aircraft.We climbed out; retracting the gear and flaps. The controller asked if we wanted him to cancel IFR (Instrument Flight Rules) and for us to resume our pattern work. Shaken; I was not interested in pattern work and I asked him to cancel IFR and we would leave the area. Since he had questioned if we had hit the trees I decided to fly about 5 miles to an airport where I have maintenance done to have the plane inspected. Apparently we had made contact with the very top of the tree line as evidenced by some leaves on the nose gear. The mechanic came out to inspect the plane and could find no damage at all after inspecting the gear; flaps; wings; fuselage; and general condition.In retrospect; I had put my friend in a bad position. Even though he had watched me land many times; and had landed himself in the past; I should have demonstrated the first landing. I know better than to land outside the touchdown zone and yet we did. At the midpoint of the runway with limited runway ahead of us; I should have had an aggressive transfer of control and taken the plane around myself. If I had done that I have no doubt I would have raised the gear and flaps allowing a successful climb out; but in the uncertain transfer of control with the pilot monitoring suddenly and unexpectedly becoming the pilot flying; the sequence of a successful go around were lost.I can't help but think that I put the pilot flying into a bad position by not doing the go around sooner and not having the plane in proper climb configuration was a bad error. I have replayed this many times and reminded myself that in this situation; even though you are not the flying pilot; you have to stay on top of things mentally and be prepared to take over at any point.The better decision after the touch down would have been to get out of the mental go around mind set and just kept it on the ground. A couple of blown tires and a plane in the overrun would have been nothing compared to the threats of staggering into the air in a bad configuration with trees ahead.




Synopsis: C310 Flight Instructor reported striking trees during go around.