Narrative:

Tulsa approach provided radar vectors to airport and approved VFR approach. After crossing over tul at 4000', I was cleared to descend to lower altitude. Prior to descending, slowed aircraft to gear speed (130 KTS) and lowered gear. I acquired art at 2-3 mi out and cancelled IFR flight plan. Changed to unicom frequency and announced left downwind for runway 20. On final approach I experienced noticeable crosswind turbulence and my airspeed was excessive. I therefore initiated go around, raised gear, climbed to pattern altitude and set up for another approach to runway 20. Reset gear lever on downwind, made right turn to base and final. On final did a visibility check of landing gear switch position and proceeded with landing. Everything appeared normal until the propeller struck the runway. After discussing the incident with my passenger, he indicated he was concerned, during the final approach, due to the unusual noise he heard and pointed to the gear handle. I checked the gear handle position and acknowledged that it was ok. I was wearing my new headset and did not hear the noise, which apparently was the gear unsafe warning horn. Safety awareness bulletins and training on the operation of aircraft with a high sound attenuation headset. These headsets, while greatly improving your ATC communications, can and do obviate many of the plting cues and audio safety devices, such as stall and gear unsafe warning devices, which are built into the aircraft.

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Original NASA ASRS Text

Title: GA SMA LANDED GEAR UP APPARENTLY WITH WARNING HORN SOUNDING, BUT NOT HEARD BECAUSE OF NEW NOISE ATTENUATING HEADSET.

Narrative: TULSA APCH PROVIDED RADAR VECTORS TO ARPT AND APPROVED VFR APCH. AFTER XING OVER TUL AT 4000', I WAS CLRED TO DSND TO LOWER ALT. PRIOR TO DSNDING, SLOWED ACFT TO GEAR SPD (130 KTS) AND LOWERED GEAR. I ACQUIRED ART AT 2-3 MI OUT AND CANCELLED IFR FLT PLAN. CHANGED TO UNICOM FREQ AND ANNOUNCED LEFT DOWNWIND FOR RWY 20. ON FINAL APCH I EXPERIENCED NOTICEABLE XWIND TURB AND MY AIRSPD WAS EXCESSIVE. I THEREFORE INITIATED GAR, RAISED GEAR, CLBED TO PATTERN ALT AND SET UP FOR ANOTHER APCH TO RWY 20. RESET GEAR LEVER ON DOWNWIND, MADE RIGHT TURN TO BASE AND FINAL. ON FINAL DID A VIS CHK OF LNDG GEAR SWITCH POS AND PROCEEDED WITH LNDG. EVERYTHING APPEARED NORMAL UNTIL THE PROP STRUCK THE RWY. AFTER DISCUSSING THE INCIDENT WITH MY PAX, HE INDICATED HE WAS CONCERNED, DURING THE FINAL APCH, DUE TO THE UNUSUAL NOISE HE HEARD AND POINTED TO THE GEAR HANDLE. I CHKED THE GEAR HANDLE POS AND ACKNOWLEDGED THAT IT WAS OK. I WAS WEARING MY NEW HEADSET AND DID NOT HEAR THE NOISE, WHICH APPARENTLY WAS THE GEAR UNSAFE WARNING HORN. SAFETY AWARENESS BULLETINS AND TRNING ON THE OPERATION OF ACFT WITH A HIGH SOUND ATTENUATION HEADSET. THESE HEADSETS, WHILE GREATLY IMPROVING YOUR ATC COMS, CAN AND DO OBVIATE MANY OF THE PLTING CUES AND AUDIO SAFETY DEVICES, SUCH AS STALL AND GEAR UNSAFE WARNING DEVICES, WHICH ARE BUILT INTO THE ACFT.

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.