Narrative:

I departed swf in ny on a flight to bvi, PA, in an small transport. The owner/operator of the aircraft and 1 other passenger was aboard. WX conditions were VFR, clear, and smooth. I was the acting PIC and the owner decided to land at avp for refueling. Approximately 7 mi from the airport, ATC cleared us to land, #2 in sequence, behind an medium large transport aircraft. We spotted the medium large transport and began following it to the airport. The winds were calm and our only flight precaution was with the wake turbulence trailing the medium large transport. To prevent encountering the wake turbulence, the owner/operator wanted me to keep the aircraft at a higher- than-normal airspeed. We were flying over elevated terrain, approximately on a 4 mi right downwind. The medium large transport was beginning to turn a right base. As I turned to a right base leg, we were now over downward sloping terrain towards the airport. As the owner/operator (who was in the right seat) read off the pre- landing checklist, he had me delay extending the landing gear since our airspeed was above the safe landing gear extension speed. He proceeded in reading off the remaining checklist items. We now turned onto a 3 mi final, with the medium large transport on a 1 mi final. Our airspeed was still exceeding the landing gear extension speed, because we were above the GS path, which required a lower than normal, nose-down attitude. As the medium large transport cleared the runway we were about a quarter of a mi from the runway threshold, and were now at our normal approach airspeed. We were also now within safe limits for extending the landing gear. The owner/operator asked me to land beyond the touchdown point of the medium large transport. As I flared to land, everything seemed normal. With the throttles off, the landing gear warning system should have sounded, but all 3 occupants of the aircraft did not hear the warning sound. The last sound I heard before touchdown was the stall warning horn, and then I realized the landing gear had not been extended. When the aircraft stopped, I quickly told my passenger to exit the aircraft. As we stepped well away from the aircraft, I noticed a commuter aircraft was on a short final to the same runway. I ran back into the aircraft, which had smoke rising from it, donned my headphones, and announced 'airplane on final at wilkes-barre airport, go around immediately!' the commuter aircraft added power, executed a go around, and landed on a different runway. I was not personally overconcerned with the wake turbulence, and should have executed a normal approach. After working long hours during the day, I feel fatigue played a dominant role in overlooking the landing gear extension. Also, a final 'gumps' check would have prevented this incident.

Related reports:

Google
 

Original NASA ASRS Text

Title: SMT TRYING TO AVOID WAKE TURB FROM MLG AHEAD IS DISTR AND LANDS GEAR UP.

Narrative: I DEPARTED SWF IN NY ON A FLT TO BVI, PA, IN AN SMT. THE OWNER/OPERATOR OF THE ACFT AND 1 OTHER PAX WAS ABOARD. WX CONDITIONS WERE VFR, CLR, AND SMOOTH. I WAS THE ACTING PIC AND THE OWNER DECIDED TO LAND AT AVP FOR REFUELING. APPROX 7 MI FROM THE ARPT, ATC CLRED US TO LAND, #2 IN SEQUENCE, BEHIND AN MLG ACFT. WE SPOTTED THE MLG AND BEGAN FOLLOWING IT TO THE ARPT. THE WINDS WERE CALM AND OUR ONLY FLT PRECAUTION WAS WITH THE WAKE TURB TRAILING THE MLG. TO PREVENT ENCOUNTERING THE WAKE TURB, THE OWNER/OPERATOR WANTED ME TO KEEP THE ACFT AT A HIGHER- THAN-NORMAL AIRSPD. WE WERE FLYING OVER ELEVATED TERRAIN, APPROX ON A 4 MI R DOWNWIND. THE MLG WAS BEGINNING TO TURN A R BASE. AS I TURNED TO A R BASE LEG, WE WERE NOW OVER DOWNWARD SLOPING TERRAIN TOWARDS THE ARPT. AS THE OWNER/OPERATOR (WHO WAS IN THE R SEAT) READ OFF THE PRE- LNDG CHKLIST, HE HAD ME DELAY EXTENDING THE LNDG GEAR SINCE OUR AIRSPD WAS ABOVE THE SAFE LNDG GEAR EXTENSION SPD. HE PROCEEDED IN READING OFF THE REMAINING CHKLIST ITEMS. WE NOW TURNED ONTO A 3 MI FINAL, WITH THE MLG ON A 1 MI FINAL. OUR AIRSPD WAS STILL EXCEEDING THE LNDG GEAR EXTENSION SPD, BECAUSE WE WERE ABOVE THE GS PATH, WHICH REQUIRED A LOWER THAN NORMAL, NOSE-DOWN ATTITUDE. AS THE MLG CLRED THE RWY WE WERE ABOUT A QUARTER OF A MI FROM THE RWY THRESHOLD, AND WERE NOW AT OUR NORMAL APCH AIRSPD. WE WERE ALSO NOW WITHIN SAFE LIMITS FOR EXTENDING THE LNDG GEAR. THE OWNER/OPERATOR ASKED ME TO LAND BEYOND THE TOUCHDOWN POINT OF THE MLG. AS I FLARED TO LAND, EVERYTHING SEEMED NORMAL. WITH THE THROTTLES OFF, THE LNDG GEAR WARNING SYS SHOULD HAVE SOUNDED, BUT ALL 3 OCCUPANTS OF THE ACFT DID NOT HEAR THE WARNING SOUND. THE LAST SOUND I HEARD BEFORE TOUCHDOWN WAS THE STALL WARNING HORN, AND THEN I REALIZED THE LNDG GEAR HAD NOT BEEN EXTENDED. WHEN THE ACFT STOPPED, I QUICKLY TOLD MY PAX TO EXIT THE ACFT. AS WE STEPPED WELL AWAY FROM THE ACFT, I NOTICED A COMMUTER ACFT WAS ON A SHORT FINAL TO THE SAME RWY. I RAN BACK INTO THE ACFT, WHICH HAD SMOKE RISING FROM IT, DONNED MY HEADPHONES, AND ANNOUNCED 'AIRPLANE ON FINAL AT WILKES-BARRE ARPT, GAR IMMEDIATELY!' THE COMMUTER ACFT ADDED PWR, EXECUTED A GAR, AND LANDED ON A DIFFERENT RWY. I WAS NOT PERSONALLY OVERCONCERNED WITH THE WAKE TURB, AND SHOULD HAVE EXECUTED A NORMAL APCH. AFTER WORKING LONG HRS DURING THE DAY, I FEEL FATIGUE PLAYED A DOMINANT ROLE IN OVERLOOKING THE LNDG GEAR EXTENSION. ALSO, A FINAL 'GUMPS' CHK WOULD HAVE PREVENTED THIS INCIDENT.

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.