Narrative:

The incident took place while doing touch and goes. I was practicing landings because it had been a while since I'd flown the plane actively. This was the third touch and go done that evening; the first two were without incident. The third touch and go was performed and the gear were up at the time of the landing. My first rule for landing the airplane has always been absolutely no distractions when landing the airplane. I use my standard procedure for landings. In this plane I go through the checklist for landing three times before landing. Once while starting downwind when I start with my hand on the flaps lever and add 10 degrees flaps. I moved to the next control in the cessna and make sure the mixture is rich; then make sure that the prop is high-speed; set the throttle to control the manifold pressure to the minimum within the green arc; add carburetor heat; put the gear down and check for the green light and look out the window to see that the gear is down; and trim the airplane for 75 to 80 knots. I read the checklist that is affixed to the instrument panel and make sure I have done all the steps on the checklist. On crossing the threshold on the runway on the downwind course I go through the checklist again putting my finger on each of the controls to make sure that they are set right. I go base and then go final lining up with the runway and start the third time through the checklist by going to 20 degrees of flaps and then going through the rest of the checklist. The airplane is trimmed again to maintain the appropriate approach speed and the manifold pressure is adjusted to stay within the glide slope. The entire checklist is read again to make sure I have done everything to set the plane up for a safe landing.the third touch and go of the evening had a number of distractions. I'm quite certain that I went through the checklist going downwind and on final. When I got out of the plane the flaps were down 20 degrees and the only way they would have been down 20 degrees is if I went through the checklist on final. I'm also quite certain that I did not get through the checklist the second time. The last time through the checklist when on final was rushed and I believe I inadvertently pulled the gear up going through the checklist too rapidly. There is a gear up warning on the airplane that did not sound until I was 4 to 5 feet off the runway. The most likely reason for this is if the gear were coming up as I approach final it may not have triggered the warning. As soon as the alarm sounded I push the throttle in to try to go around but almost as soon as the throttle was in; the prop struck the ground and I immediately pulled the throttle back knowing I could not go around with a bent prop. I skidded to a stop with the gear up.after the airplane stopped; there was a small amount of smoke entering the cabin. I immediately detach[ed] the fire extinguisher and exited the airplane. I immediately called [a local FBO] and told them that I had landed gear up on runway. They questioned if I was hurt and I replied no. They then told me they would contact the tower and be out to help. By this point it was obvious that the airplane was not on fire and I went back shut off all the electrical and the fuel and waited for help. We finally got the okay to move the airplane off the runway and the airplane was jacked up to the point where the gear could be lowered and locked and towed away from the runway. There was damage to the props and to the undercarriage of the airplane where it had skidded on the runway.

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Original NASA ASRS Text

Title: The pilot of a C182 reported the factors that led to a gear-up landing.

Narrative: The incident took place while doing touch and goes. I was practicing landings because it had been a while since I'd flown the plane actively. This was the third touch and go done that evening; the first two were without incident. The third touch and go was performed and the gear were up at the time of the landing. My first rule for landing the airplane has always been absolutely no distractions when landing the airplane. I use my standard procedure for landings. In this plane I go through the checklist for landing three times before landing. Once while starting downwind when I start with my hand on the flaps lever and add 10 degrees flaps. I moved to the next control in the Cessna and make sure the mixture is rich; then make sure that the prop is high-speed; set the throttle to control the manifold pressure to the minimum within the green arc; add carburetor heat; put the gear down and check for the green light and look out the window to see that the gear is down; and trim the airplane for 75 to 80 knots. I read the checklist that is affixed to the instrument panel and make sure I have done all the steps on the checklist. On crossing the threshold on the runway on the downwind course I go through the checklist again putting my finger on each of the controls to make sure that they are set right. I go base and then go final lining up with the runway and start the third time through the checklist by going to 20 degrees of flaps and then going through the rest of the checklist. The airplane is trimmed again to maintain the appropriate approach speed and the manifold pressure is adjusted to stay within the glide slope. The entire checklist is read again to make sure I have done everything to set the plane up for a safe landing.The third touch and go of the evening had a number of distractions. I'm quite certain that I went through the checklist going downwind and on final. When I got out of the plane the flaps were down 20 degrees and the only way they would have been down 20 degrees is if I went through the checklist on final. I'm also quite certain that I did not get through the checklist the second time. The last time through the checklist when on final was rushed and I believe I inadvertently pulled the gear up going through the checklist too rapidly. There is a gear up warning on the airplane that did not sound until I was 4 to 5 feet off the runway. The most likely reason for this is if the gear were coming up as I approach final it may not have triggered the warning. As soon as the alarm sounded I push the throttle in to try to go around but almost as soon as the throttle was in; the prop struck the ground and I immediately pulled the throttle back knowing I could not go around with a bent prop. I skidded to a stop with the gear up.After the airplane stopped; there was a small amount of smoke entering the cabin. I immediately detach[ed] the fire extinguisher and exited the airplane. I immediately called [a local FBO] and told them that I had landed gear up on runway. They questioned if I was hurt and I replied no. They then told me they would contact the tower and be out to help. By this point it was obvious that the airplane was not on fire and I went back shut off all the electrical and the fuel and waited for help. We finally got the okay to move the airplane off the runway and the airplane was jacked up to the point where the gear could be lowered and locked and towed away from the runway. There was damage to the props and to the undercarriage of the airplane where it had skidded on the runway.

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.