Narrative:

Incident occurred during the final segment of a checkride. We were returning to ZZZ at 2;500 MSL. ATC kept us at 2;500 MSL to allow an aircraft to depart under us. After we were clear of the traffic and cleared for a visual approach; I put the props to high (2;000 rpm) and positioned the flaps to the approach setting. At this point the check airman reminded me this was going to be a 'no flap landing' and returned the flaps to the 'up' position. We discussed the approach again and I asked for a confirmation on the new vref speed. The check airman confirmed and we established the new vapp of 130 IAS. Due to the shortened approach and altitude restriction; the descent to final was steeper and faster than normal. I attributed the speed to the lack of flaps and steep descent and did not at any point feel the aircraft was performing abnormally. I continued the approach with power to keep vapp near 130 IAS. As I maneuvered the aircraft to land and began the flare I noted a lower than normal sight picture and before I could figure out what was wrong the check airman called 'go-around' and moved the power levers to full forward. I believe the gear horn sounded at the same time the 'go-around' command was issued. During the go around; the props contacted the runway. We asked for and received a clearance to return to land. Do not do abnormal procedure training at airfields that cannot accommodate abnormal approach requirements. If we really had a flap problem; we would not have accepted the shortened approach.

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Original NASA ASRS Text

Title: BE200 Captain and Check Captain describe a near gear up landing after a no flap approach during a checkride. The Check Airman called for and advanced the thrust levers to go-around when the sight picture went low.

Narrative: Incident occurred during the final segment of a checkride. We were returning to ZZZ at 2;500 MSL. ATC kept us at 2;500 MSL to allow an aircraft to depart under us. After we were clear of the traffic and cleared for a visual approach; I put the props to high (2;000 rpm) and positioned the flaps to the approach setting. At this point the Check Airman reminded me this was going to be a 'no flap landing' and returned the flaps to the 'up' position. We discussed the approach again and I asked for a confirmation on the new Vref speed. The Check Airman confirmed and we established the new Vapp of 130 IAS. Due to the shortened approach and altitude restriction; the descent to final was steeper and faster than normal. I attributed the speed to the lack of flaps and steep descent and did not at any point feel the aircraft was performing abnormally. I continued the approach with power to keep Vapp near 130 IAS. As I maneuvered the aircraft to land and began the flare I noted a lower than normal sight picture and before I could figure out what was wrong the Check Airman called 'Go-Around' and moved the power levers to full forward. I believe the gear horn sounded at the same time the 'Go-Around' command was issued. During the go around; the props contacted the runway. We asked for and received a clearance to return to land. Do not do abnormal procedure training at airfields that cannot accommodate abnormal approach requirements. If we really had a flap problem; we would not have accepted the shortened approach.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.