Narrative:

Landed on runway 36 at D98 with its gear fully retracted. The aircraft slid to a stop about 10' west of the centerline of runway 36, about 100 yds north of the intersection with runway 15-33. During the landing the aircraft maintained alignment with the runway. After the landing, the aircraft was resting on its front underbelly and its fully extended flaps. Damage to the aircraft was limited to underbelly skin and antennae, flaps, propellers and probable engine damage. Upon breaking through the overcast layer at 2200' the pilot saw the airport passing off of his right side, cancelled IFR, set flaps to 30 degrees and descended on a right base to runway 36 with power at about 17' of manifold pressure. The pilot then called a 2 mi final for 36 at romeo, and once aligned with the runway he set the propellers at 2400 RPM, and then full forward about 1/4 mi from the runway. During the approach the plane crossed the road at the end of the runway at about 85 KTS. At about the time the landing felt funny to the pilot, he thought he felt the right propeller had hit the runway and he elected to not add power or pull back the nose any further. He did reach for the gear switch, but did not change its position. The pilot attempted to maintain runway alignment as the plane settled. A second later the gear warning horn went off and then the aircraft slid to a stop, sliding a little to the left of centerline as it stopped. After the plane stopped, a small amount of smoke was coming from the center console and the pilot pulled the fuel cut-offs, turned off the masters and opened the pilot door for pilot and passenger evacuate/evacuation. Analysis of the event: either the pilot did not put the gear down for his descent as he thinks he did, or at some time during the approach he retracted the gear. The pilot thinks he must have reached for the gear switch during the approach, moved it from where it was to the other position while keeping an eye on the airport, and then glanced to see the 3 greens just prior to the gear being retracted. If he would have verified the gear position either by the indicator lights or the visibility mirror on short final, he would have avoided this incident. Condition of the pilot: the pilot did not feel that his ability to fly was in any way impaired by any physical condition at the time of this flight. It could be noted, however, that the thunderstorm of the day before had left his house west/O power the previous night and that morning, so he did start the day west/O his normal routine (shower, breakfast, etc). That morning he had flown from D98 to 2i4, departing am through moderate IFR conditions. At the destination he and his passenger had spent about 8 hours attempting to resolve a customer problem. All in all it was not a good day for the pilot, so he was probably distracted more than he would normally have been by his displeasure at the controller from selfridge for giving him the wrong heading to get to D98, and this may have contributed to his poor performance as a pilot in this case.

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Original NASA ASRS Text

Title: GEAR UP LNDG.

Narrative: LANDED ON RWY 36 AT D98 WITH ITS GEAR FULLY RETRACTED. THE ACFT SLID TO A STOP ABOUT 10' W OF THE CENTERLINE OF RWY 36, ABOUT 100 YDS N OF THE INTXN WITH RWY 15-33. DURING THE LNDG THE ACFT MAINTAINED ALIGNMENT WITH THE RWY. AFTER THE LNDG, THE ACFT WAS RESTING ON ITS FRONT UNDERBELLY AND ITS FULLY EXTENDED FLAPS. DAMAGE TO THE ACFT WAS LIMITED TO UNDERBELLY SKIN AND ANTENNAE, FLAPS, PROPS AND PROBABLE ENG DAMAGE. UPON BREAKING THROUGH THE OVCST LAYER AT 2200' THE PLT SAW THE ARPT PASSING OFF OF HIS RIGHT SIDE, CANCELLED IFR, SET FLAPS TO 30 DEGS AND DSNDED ON A RIGHT BASE TO RWY 36 WITH PWR AT ABOUT 17' OF MANIFOLD PRESSURE. THE PLT THEN CALLED A 2 MI FINAL FOR 36 AT ROMEO, AND ONCE ALIGNED WITH THE RWY HE SET THE PROPS AT 2400 RPM, AND THEN FULL FORWARD ABOUT 1/4 MI FROM THE RWY. DURING THE APCH THE PLANE CROSSED THE ROAD AT THE END OF THE RWY AT ABOUT 85 KTS. AT ABOUT THE TIME THE LNDG FELT FUNNY TO THE PLT, HE THOUGHT HE FELT THE RIGHT PROP HAD HIT THE RWY AND HE ELECTED TO NOT ADD PWR OR PULL BACK THE NOSE ANY FURTHER. HE DID REACH FOR THE GEAR SWITCH, BUT DID NOT CHANGE ITS POS. THE PLT ATTEMPTED TO MAINTAIN RWY ALIGNMENT AS THE PLANE SETTLED. A SEC LATER THE GEAR WARNING HORN WENT OFF AND THEN THE ACFT SLID TO A STOP, SLIDING A LITTLE TO THE LEFT OF CENTERLINE AS IT STOPPED. AFTER THE PLANE STOPPED, A SMALL AMOUNT OF SMOKE WAS COMING FROM THE CENTER CONSOLE AND THE PLT PULLED THE FUEL CUT-OFFS, TURNED OFF THE MASTERS AND OPENED THE PLT DOOR FOR PLT AND PAX EVAC. ANALYSIS OF THE EVENT: EITHER THE PLT DID NOT PUT THE GEAR DOWN FOR HIS DSNT AS HE THINKS HE DID, OR AT SOME TIME DURING THE APCH HE RETRACTED THE GEAR. THE PLT THINKS HE MUST HAVE REACHED FOR THE GEAR SWITCH DURING THE APCH, MOVED IT FROM WHERE IT WAS TO THE OTHER POS WHILE KEEPING AN EYE ON THE ARPT, AND THEN GLANCED TO SEE THE 3 GREENS JUST PRIOR TO THE GEAR BEING RETRACTED. IF HE WOULD HAVE VERIFIED THE GEAR POS EITHER BY THE INDICATOR LIGHTS OR THE VIS MIRROR ON SHORT FINAL, HE WOULD HAVE AVOIDED THIS INCIDENT. CONDITION OF THE PLT: THE PLT DID NOT FEEL THAT HIS ABILITY TO FLY WAS IN ANY WAY IMPAIRED BY ANY PHYSICAL CONDITION AT THE TIME OF THIS FLT. IT COULD BE NOTED, HOWEVER, THAT THE TSTM OF THE DAY BEFORE HAD LEFT HIS HOUSE W/O PWR THE PREVIOUS NIGHT AND THAT MORNING, SO HE DID START THE DAY W/O HIS NORMAL ROUTINE (SHOWER, BREAKFAST, ETC). THAT MORNING HE HAD FLOWN FROM D98 TO 2I4, DEPARTING AM THROUGH MODERATE IFR CONDITIONS. AT THE DEST HE AND HIS PAX HAD SPENT ABOUT 8 HRS ATTEMPTING TO RESOLVE A CUSTOMER PROB. ALL IN ALL IT WAS NOT A GOOD DAY FOR THE PLT, SO HE WAS PROBABLY DISTRACTED MORE THAN HE WOULD NORMALLY HAVE BEEN BY HIS DISPLEASURE AT THE CTLR FROM SELFRIDGE FOR GIVING HIM THE WRONG HDG TO GET TO D98, AND THIS MAY HAVE CONTRIBUTED TO HIS POOR PERFORMANCE AS A PLT IN THIS CASE.

Data retrieved from NASA's ASRS site as of July 2007 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.