What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) Pilot's statement: description of event of 26 October: we (I and my CFI) departed pdk at approximately 4:45 and headed east towards wdr to complete the flight portion of my bfr. After completing the air-work portion (steep turns, chandelles, emergency gear extension, etc) of the bfr with my CFI we proceeded to Winder airport (wdr) in Winder, GA to do landing practice. The first landing was to be a touch-and-go but was changed to a full-stop due to a departing UH-1 from a parallel taxiway on the south-side of rwy 23. During the taxi back to rwy 23, the CFI instructed that we would do a short-field take-off followed by a short-field landing and then return to pdk, the home field. The short-field take-off was uneventful. The climb-out was uneventful and the gear was raised. During the crosswind leg, the UH-1 was noted to be performing an auto-gyro landing on the landing pad adjacent to rwy 23 and was considered a non-factor for our short-field landing. At mid-field on the downwind leg the CFI pulled back the manifold pressure and RPM and announced "ok you have a simulated engine failure." I announced the simulated engine failure to the traffic on UNICOM and the flaps were dropped to 25 degrees (2 notches). At this point forward I was focused on altitude, rate of descent, and distance from the landing threshold to rwy 23 to position the aircraft for the simulated engine-out landing. On final full-flaps were deployed to slow the aircraft and continue on path for the rwy threshold. I believe the instructor applied full RPM at about this point. The aircraft contacted the surface of the runway at approximately 700 feet +/- PST the threshold of rwy 23 with the gear in the "up" position.
As the FAA filed it
(-23) PILOT'S STATEMENT: DESCRIPTION OF EVENT OF 26 OCTOBER: WE (I AND MY CFI) DEPARTED PDK AT APPROXIMATELY 4:45 AND HEADED EAST TOWARDS WDR TO COMPLETE THE FLIGHT PORTION OF MY BFR. AFTER COMPLETING THE AIR-WORK PORTION (STEEP TURNS, CHANDELLES, EMERGENCY GEAR EXTENSION, ETC) OF THE BFR WITH MY CFI WE PROCEEDED TO WINDER AIRPORT (WDR) IN WINDER, GA TO DO LANDING PRACTICE. THE FIRST LANDING WAS TO BE A TOUCH-AND-GO BUT WAS CHANGED TO A FULL-STOP DUE TO A DEPARTING UH-1 FROM A PARALLEL TAXIWAY ON THE SOUTH-SIDE OF RWY 23. DURING THE TAXI BACK TO RWY 23, THE CFI INSTRUCTED THAT WE WOULD DO A SHORT-FIELD TAKE-OFF FOLLOWED BY A SHORT-FIELD LANDING AND THEN RETURN TO PDK, THE HOME FIELD. THE SHORT-FIELD TAKE-OFF WAS UNEVENTFUL. THE CLIMB-OUT WAS UNEVENTFUL AND THE GEAR WAS RAISED. DURING THE CROSSWIND LEG, THE UH-1 WAS NOTED TO BE PERFORMING AN AUTO-GYRO LANDING ON THE LANDING PAD ADJACENT TO RWY 23 AND WAS CONSIDERED A NON-FACTOR FOR OUR SHORT-FIELD LANDING. AT MID-FIELD ON THE DOWNWIND LEG THE CFI PULLED BACK THE MANIFOLD PRESSURE AND RPM AND ANNOUNCED "OK YOU HAVE A SIMULATED ENGINE FAILURE." I ANNOUNCED THE SIMULATED ENGINE FAILURE TO THE TRAFFIC ON UNICOM AND THE FLAPS WERE DROPPED TO 25 DEGREES (2 NOTCHES). AT THIS POINT FORWARD I WAS FOCUSED ON ALTITUDE, RATE OF DESCENT, AND DISTANCE FROM THE LANDING THRESHOLD TO RWY 23 TO POSITION THE AIRCRAFT FOR THE SIMULATED ENGINE-OUT LANDING. ON FINAL FULL-FLAPS WERE DEPLOYED TO SLOW THE AIRCRAFT AND CONTINUE ON PATH FOR THE RWY THRESHOLD. I BELIEVE THE INSTRUCTOR APPLIED FULL RPM AT ABOUT THIS POINT. THE AIRCRAFT CONTACTED THE SURFACE OF THE RUNWAY AT APPROXIMATELY 700 FEET +/- PST THE THRESHOLD OF RWY 23 WITH THE GEAR IN THE "UP" POSITION.