Narrative:

On an IFR flight from smith field to baer field in an small transport. I landed west/O putting the landing gear down. The purpose was to reposition the aircraft to pick up passenger for a 135 flight to youngstown, oh area. WX reported was 500' overcast, 1 1/2 mi. Wind 130 degrees at 10 KTS, snow. I was at 3000' MSL and was cleared to intercept the ILS 5. I overshot the localizer and turned back to get on course. I slowed to about 150 KTS/hour, put out 15 degree flaps and started the before landing check, which was mixture rich, auxiliary fuel pumps on, and at the marker to put the gear down. Tower said I was off to the left of course. I said I know and was making correction. I had ahold of the gear switch, and I saw I still was a little too fast for gear extension speed. I reached over and reduced the power. The tower said I was left of course and asked what I showed. I said I was showing left and correcting. I started down the G/south when the G/south needle moved from 1/2 DOT high to 1 DOT low and back to 1/2 DOT high. It got my attention because it was steady before that. The aircraft slowed down to about 110 KTS and I continued the approach. I did verify that I had the right frequency and the right heading set in the obs. When I descended to about 1800' MSL the radio did it again. I started to level off when the tower said I was 1 mi from the end of the runway. I flew at 1500' MSL and was ready to call for a missed approach when I picked up the end of the runway right under me on my right side. I was off of centerline and I moved over to line-up put out full flap, reduced the power and landed. The propeller hit the ground and it became apparent I had not put the gear down. I then said to myself, bleep plus a few other things. I then very quickly retracted the flaps to minimize damage. I realized I had previously had my hand on the landing gear switch but removed it, and never returned to complete the landing gear function. The runway had about 2-2 1/2' of snow cover. This let the aircraft slide like a sled and the aircraft sustained very minor damage. I would say being blown off course and not correcting fast enough, along with the radio acting up at the prime times that it did had my attention, and I did not go back over the checklist and put the gear down because I thought I had put it down. I told the tower I landed with the gear up, and the emergency crews came out to greet me. No fire, no fuel spill and no injury.

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Original NASA ASRS Text

Title: GA SMT GEAR UP LNDG AT COMPLETION OF ILS APCH TO FWM.

Narrative: ON AN IFR FLT FROM SMITH FIELD TO BAER FIELD IN AN SMT. I LANDED W/O PUTTING THE LNDG GEAR DOWN. THE PURPOSE WAS TO REPOSITION THE ACFT TO PICK UP PAX FOR A 135 FLT TO YOUNGSTOWN, OH AREA. WX RPTED WAS 500' OVCST, 1 1/2 MI. WIND 130 DEGS AT 10 KTS, SNOW. I WAS AT 3000' MSL AND WAS CLRED TO INTERCEPT THE ILS 5. I OVERSHOT THE LOC AND TURNED BACK TO GET ON COURSE. I SLOWED TO ABOUT 150 KTS/HR, PUT OUT 15 DEG FLAPS AND STARTED THE BEFORE LNDG CHK, WHICH WAS MIXTURE RICH, AUX FUEL PUMPS ON, AND AT THE MARKER TO PUT THE GEAR DOWN. TWR SAID I WAS OFF TO THE LEFT OF COURSE. I SAID I KNOW AND WAS MAKING CORRECTION. I HAD AHOLD OF THE GEAR SWITCH, AND I SAW I STILL WAS A LITTLE TOO FAST FOR GEAR EXTENSION SPD. I REACHED OVER AND REDUCED THE PWR. THE TWR SAID I WAS LEFT OF COURSE AND ASKED WHAT I SHOWED. I SAID I WAS SHOWING LEFT AND CORRECTING. I STARTED DOWN THE G/S WHEN THE G/S NEEDLE MOVED FROM 1/2 DOT HIGH TO 1 DOT LOW AND BACK TO 1/2 DOT HIGH. IT GOT MY ATTN BECAUSE IT WAS STEADY BEFORE THAT. THE ACFT SLOWED DOWN TO ABOUT 110 KTS AND I CONTINUED THE APCH. I DID VERIFY THAT I HAD THE RIGHT FREQ AND THE RIGHT HDG SET IN THE OBS. WHEN I DSNDED TO ABOUT 1800' MSL THE RADIO DID IT AGAIN. I STARTED TO LEVEL OFF WHEN THE TWR SAID I WAS 1 MI FROM THE END OF THE RWY. I FLEW AT 1500' MSL AND WAS READY TO CALL FOR A MISSED APCH WHEN I PICKED UP THE END OF THE RWY RIGHT UNDER ME ON MY RIGHT SIDE. I WAS OFF OF CENTERLINE AND I MOVED OVER TO LINE-UP PUT OUT FULL FLAP, REDUCED THE PWR AND LANDED. THE PROP HIT THE GND AND IT BECAME APPARENT I HAD NOT PUT THE GEAR DOWN. I THEN SAID TO MYSELF, BLEEP PLUS A FEW OTHER THINGS. I THEN VERY QUICKLY RETRACTED THE FLAPS TO MINIMIZE DAMAGE. I REALIZED I HAD PREVIOUSLY HAD MY HAND ON THE LNDG GEAR SWITCH BUT REMOVED IT, AND NEVER RETURNED TO COMPLETE THE LNDG GEAR FUNCTION. THE RWY HAD ABOUT 2-2 1/2' OF SNOW COVER. THIS LET THE ACFT SLIDE LIKE A SLED AND THE ACFT SUSTAINED VERY MINOR DAMAGE. I WOULD SAY BEING BLOWN OFF COURSE AND NOT CORRECTING FAST ENOUGH, ALONG WITH THE RADIO ACTING UP AT THE PRIME TIMES THAT IT DID HAD MY ATTN, AND I DID NOT GO BACK OVER THE CHKLIST AND PUT THE GEAR DOWN BECAUSE I THOUGHT I HAD PUT IT DOWN. I TOLD THE TWR I LANDED WITH THE GEAR UP, AND THE EMER CREWS CAME OUT TO GREET ME. NO FIRE, NO FUEL SPILL AND NO INJURY.

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.