Narrative:

The incident occurred in landing. I requested the ILS 36 approach and was approved. I was turned over to the tower about 3 mi outside the OM. I began my landing checklist remaining on the G/south. I reported the OM and was slightly above the G/south. I continued inbound and flicked on the marker beacon which started to buzz as I reached the MM. I was still about 15 KTS above my desired 90 KT landing approach speed, but felt it was because of the greater descent rate to get on the G/south. I glanced over at my gear and did not see 3 green. I was past the MM and raised the gear handle intending to cycle the gear. As I glanced up I was over the threshold and touched down coming to a stop about 200' down the runway. I did not hear the landing gear horn, but was concentrating on the approach and a smooth landing. I believe the gear up horn was masked by the MM. I should have broken off the approach and gone around when I did not see the 3 green in the aircraft. 2 FAA examiners arrived. 1 was very upset at being called out on a federal holiday. He asked for the maintenance logs and was very upset when I could not locate the ad log immediately. I first had not seen the log at all and thought it had been eliminated in late 1989, but subsequently found it in the papers he had been given. A magnetic impulse coupling was 24 hours overdue. The company's flying had increased substantially recently. The ELT was 9 days overdue for replacement.I had checked the ELT before departure as a normal procedure and found the signal strong. It is recommended that a system be instituted to assist operating personnel. The current 4 books plus numerous sheets caused my difficulty. It is proposed that the next required maintenance and the next ad time be placed in a pouch with the operating log or checklist. This would be replaced with a new card as the required items are completed.

Related reports:

Google
 

Original NASA ASRS Text

Title: GA SMA GEAR UP LNDG.

Narrative: THE INCIDENT OCCURRED IN LNDG. I REQUESTED THE ILS 36 APCH AND WAS APPROVED. I WAS TURNED OVER TO THE TWR ABOUT 3 MI OUTSIDE THE OM. I BEGAN MY LNDG CHKLIST REMAINING ON THE G/S. I RPTED THE OM AND WAS SLIGHTLY ABOVE THE G/S. I CONTINUED INBND AND FLICKED ON THE MARKER BEACON WHICH STARTED TO BUZZ AS I REACHED THE MM. I WAS STILL ABOUT 15 KTS ABOVE MY DESIRED 90 KT LNDG APCH SPD, BUT FELT IT WAS BECAUSE OF THE GREATER DSNT RATE TO GET ON THE G/S. I GLANCED OVER AT MY GEAR AND DID NOT SEE 3 GREEN. I WAS PAST THE MM AND RAISED THE GEAR HANDLE INTENDING TO CYCLE THE GEAR. AS I GLANCED UP I WAS OVER THE THRESHOLD AND TOUCHED DOWN COMING TO A STOP ABOUT 200' DOWN THE RWY. I DID NOT HEAR THE LNDG GEAR HORN, BUT WAS CONCENTRATING ON THE APCH AND A SMOOTH LNDG. I BELIEVE THE GEAR UP HORN WAS MASKED BY THE MM. I SHOULD HAVE BROKEN OFF THE APCH AND GONE AROUND WHEN I DID NOT SEE THE 3 GREEN IN THE ACFT. 2 FAA EXAMINERS ARRIVED. 1 WAS VERY UPSET AT BEING CALLED OUT ON A FEDERAL HOLIDAY. HE ASKED FOR THE MAINT LOGS AND WAS VERY UPSET WHEN I COULD NOT LOCATE THE AD LOG IMMEDIATELY. I FIRST HAD NOT SEEN THE LOG AT ALL AND THOUGHT IT HAD BEEN ELIMINATED IN LATE 1989, BUT SUBSEQUENTLY FOUND IT IN THE PAPERS HE HAD BEEN GIVEN. A MAGNETIC IMPULSE COUPLING WAS 24 HRS OVERDUE. THE COMPANY'S FLYING HAD INCREASED SUBSTANTIALLY RECENTLY. THE ELT WAS 9 DAYS OVERDUE FOR REPLACEMENT.I HAD CHKED THE ELT BEFORE DEP AS A NORMAL PROC AND FOUND THE SIGNAL STRONG. IT IS RECOMMENDED THAT A SYS BE INSTITUTED TO ASSIST OPERATING PERSONNEL. THE CURRENT 4 BOOKS PLUS NUMEROUS SHEETS CAUSED MY DIFFICULTY. IT IS PROPOSED THAT THE NEXT REQUIRED MAINT AND THE NEXT AD TIME BE PLACED IN A POUCH WITH THE OPERATING LOG OR CHKLIST. THIS WOULD BE REPLACED WITH A NEW CARD AS THE REQUIRED ITEMS ARE COMPLETED.

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.