Narrative:

I conducted a VFR flight from ZZZ1 to ZZZ. Flight conditions were excellent with clear skies; only light winds; and unusually light traffic due to current pandemic flight reductions. No flight plan was filed; but I remained in contact with ATC throughout the flight. Upon leaving ZZZ; my route was along the coast; through the 'route' over ZZZ2 class B; VOR; then direct to ZZZ. For the last xx years; I have routinely flown this route each week in my commute from my firm to my residence. I had a passenger; who has flown this route with me for the last year. As a right-seat regular passenger; she is interested in learning the basics of flying and procedures if the pilot was incapacitated. She regularly handled the controls during the level-cruise flight and was competent in holding course and altitude. She could start learning about descent and landings. We began a VFR descent from 8500 ft at 50 miles from ZZZ and notified ATC. I took over control from the passenger; and explained power reductions; aircraft attitude; descent rate; etc. At 20 miles out; the airport was visible. We switched to ZZZ tower and cleared for a visual straight-in approach to runway xx. During the entire process; I explained the techniques for a typical landing; including a power settings 22MP/22RPM (manifold pressure/revolutions per minute) and airspeed reduction in order to drop the flaps and gear. Once 175 kts was reached; the flaps were lowered 10 deg (typical to slow an aircraft X down to vgo); which takes several seconds. During this time; I became distracted while explaining the glideslope; VASI (visual approach slope indicator) lights; critical aircraft speeds; and the landing checklist. Upon reaching vgo; I failed to lower the gear. As aircraft X settled into the landing at the threshold of runway xx; the gear warning horn sounded. I rarely hear the horn and it (unfortunately) sounds similar to the stall warning horn; which is not unusual as you touchdown. As the aircraft settled; I heard light scraping. Suddenly; the combination of horn noise; ground speed; and scraping made sense. I pushed the power forward; I pulled the controls back lightly and the plane responded. I debated the possibility of dropping the gear; but calculated there was insufficient runway for full gear extension and a complete stop. Since the plane was responding; I made a small climb; attempting to stay within ground effect and retracted the flaps. The plane climbed easily and I notified tower of a go-around. After establishing a climb; I extended the gear; got '3-green;' turned left cross-wind; toward open fields in the event of an off-field landing. We could climb; so I turned downwind; close-in. At 500 ft AGL; I cautiously reduced power to reduce engine stress. Everything sounded and felt good so I reduced power further; brought the base turn tight and dropped flaps. The landing was uneventful and I taxied to my tie-down. Following engine shut-down; we exited the aircraft and three ZZZ operations personnel arrived. I telephoned the tower and answered several basic questions which lasted 5 minutes or less. I visually surveyed the aircraft with operations and they interviewed myself and my passenger. I produced my pilot information and answered a few questions; which lasted about 10 minutes. They stated that they had inspected the runway and found no damage--only the remains of the red beacon light from the underside of the aircraft. My damage inspection revealed the following: -all 6 propeller blade tips were bent backwards.-the engines were able to re-start; but did not sound right.-both flap skins were severely scraped; almost to the structure.-the aft portion of the underbelly was severely scraped over 2 panelscontributing factors to the failure to extend the gear; resulting in a prop-strike:1.pilot was distracted during the final approach and did not complete the landing checklist.2.aircraft X gear warning horn sounds similar to stall warning horn; which both operate at slow aircraft speed.3.the size of the yoke-mounted ipad efb obstructs the pilot's clear view of the gear landing lights and gear operating switch.4.straight-in approach vs. Full pattern.significant factors which support pilot proficiency:-pilot had over X;000 PIC hours of flight experience.-in addition to XXXX PIC hours in make/model; pilot has Y;YYY PIC hours in retractable-gear aircraft.

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Original NASA ASRS Text

Title: Pilot flying failed to lower landing gear during landing maneuver.

Narrative: I conducted a VFR flight from ZZZ1 to ZZZ. Flight conditions were excellent with clear skies; only light winds; and unusually light traffic due to current pandemic flight reductions. No flight plan was filed; but I remained in contact with ATC throughout the flight. Upon leaving ZZZ; my route was along the coast; through the 'Route' over ZZZ2 Class B; VOR; then direct to ZZZ. For the last XX years; I have routinely flown this route each week in my commute from my firm to my residence. I had a passenger; who has flown this route with me for the last year. As a right-seat regular passenger; she is interested in learning the basics of flying and procedures if the pilot was incapacitated. She regularly handled the controls during the level-cruise flight and was competent in holding course and altitude. She could start learning about descent and landings. We began a VFR descent from 8500 ft at 50 miles from ZZZ and notified ATC. I took over control from the passenger; and explained power reductions; aircraft attitude; descent rate; etc. At 20 miles out; the airport was visible. We switched to ZZZ Tower and cleared for a visual straight-in approach to Runway XX. During the entire process; I explained the techniques for a typical landing; including a power settings 22MP/22RPM (Manifold Pressure/Revolutions Per Minute) and airspeed reduction in order to drop the flaps and gear. Once 175 kts was reached; the flaps were lowered 10 deg (typical to slow an Aircraft X down to Vgo); which takes several seconds. During this time; I became distracted while explaining the glideslope; VASI (Visual Approach Slope Indicator) lights; critical aircraft speeds; and the landing checklist. Upon reaching Vgo; I failed to lower the gear. As Aircraft X settled into the landing at the threshold of Runway XX; the gear warning horn sounded. I rarely hear the horn and it (unfortunately) sounds similar to the stall warning horn; which is not unusual as you touchdown. As the aircraft settled; I heard light scraping. Suddenly; the combination of horn noise; ground speed; and scraping made sense. I pushed the power forward; I pulled the controls back lightly and the plane responded. I debated the possibility of dropping the gear; but calculated there was insufficient runway for full gear extension and a complete stop. Since the plane was responding; I made a small climb; attempting to stay within ground effect and retracted the flaps. The plane climbed easily and I notified Tower of a go-around. After establishing a climb; I extended the gear; got '3-green;' turned left cross-wind; toward open fields in the event of an off-field landing. We could climb; so I turned downwind; close-in. At 500 ft AGL; I cautiously reduced power to reduce engine stress. Everything sounded and felt good so I reduced power further; brought the base turn tight and dropped flaps. The landing was uneventful and I taxied to my tie-down. Following engine shut-down; we exited the aircraft and three ZZZ operations personnel arrived. I telephoned the Tower and answered several basic questions which lasted 5 minutes or less. I visually surveyed the aircraft with Operations and they interviewed myself and my passenger. I produced my pilot information and answered a few questions; which lasted about 10 minutes. They stated that they had inspected the runway and found no damage--only the remains of the red beacon light from the underside of the aircraft. My damage inspection revealed the following: -All 6 propeller blade tips were bent backwards.-The engines were able to re-start; but did not sound right.-Both flap skins were severely scraped; almost to the structure.-The aft portion of the underbelly was severely scraped over 2 panelsContributing factors to the failure to extend the gear; resulting in a prop-strike:1.Pilot was distracted during the final approach and did not complete the landing checklist.2.Aircraft X gear warning horn sounds similar to stall warning horn; which both operate at slow aircraft speed.3.The size of the yoke-mounted iPad EFB obstructs the pilot's clear view of the gear landing lights and gear operating switch.4.Straight-in approach vs. full pattern.Significant factors which support pilot proficiency:-Pilot had over X;000 PIC hours of flight experience.-In addition to XXXX PIC hours in make/model; pilot has Y;YYY PIC hours in retractable-gear aircraft.

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.