Narrative:

I was flying an small aircraft sel to greater kankakee airport (ikk) on a clear, late winter day. The conditions were pleasant. I was relaxed, as it turned out, too relaxed. Along with me for the ride was another pilot/friend. En route I performed steep turns, something I try to do whenever I get the chance to maintain skills. I also performed a touch-and- go landing at kankakee, and intended to perform another. The other pilot had not been up in a small plane for awhile. He had been working as a charter pilot, flying business jets. As I approached for the second landing, perhaps 1/4 mi out, I thought my friend might want to make a landing. I told him 'it's yours.' he accepted, but asked me to continue flying the aircraft while he adjusted his seat. He took over the controls and as he flared for the landing, we heard a scraping sound. We both immediately realized the gear was still up. He added enough power to climb a few ft above the long runway. I lowered the gear switch and waited for the '3 green' gear down indication. Then my friend landed the plane. I taxied to the ramp and shut down. During the first touch-and-go approach, I mentally performed the gump check. On the second approach, I obviously didn't, but I thought I did. When my friend asked gump check, I answered 'yes.' I neglected to enumerate each item. I have no experience with dual-pilot operation. My friend does. As I made turns, he called traffic checks, I called flap position and speed. In retrospect, that informal dual-pilot procedure approach made me relax too much. It made me assume he was picking up some duties. He assumed I was doing things and I misinformed him about the gear. I was not concentrating on procedure like I should have been, because I was spending some time interacting in the cockpit. One other factor. The automatic gear extension system, which is supposed to sound a horn and lower the gear with low airspeed and throttle retardation, did not work. In short, my too-infrequent flts involving different rental aircraft, coupled with a too-relaxed approach, almost led to disaster. I must remember a basic: follow procedure!

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Original NASA ASRS Text

Title: PLT OF SMA GA ACFT ACCIDENTLY WAS LNDG WITH 'GEAR UP' AND RECOGNIZED THE ERROR IN TIME TO ONLY STRIKE THE PROP BEFORE EXTENDING THE 'GEAR.'

Narrative: I WAS FLYING AN SMA SEL TO GREATER KANKAKEE ARPT (IKK) ON A CLR, LATE WINTER DAY. THE CONDITIONS WERE PLEASANT. I WAS RELAXED, AS IT TURNED OUT, TOO RELAXED. ALONG WITH ME FOR THE RIDE WAS ANOTHER PLT/FRIEND. ENRTE I PERFORMED STEEP TURNS, SOMETHING I TRY TO DO WHENEVER I GET THE CHANCE TO MAINTAIN SKILLS. I ALSO PERFORMED A TOUCH-AND- GO LNDG AT KANKAKEE, AND INTENDED TO PERFORM ANOTHER. THE OTHER PLT HAD NOT BEEN UP IN A SMALL PLANE FOR AWHILE. HE HAD BEEN WORKING AS A CHARTER PLT, FLYING BUSINESS JETS. AS I APCHED FOR THE SECOND LNDG, PERHAPS 1/4 MI OUT, I THOUGHT MY FRIEND MIGHT WANT TO MAKE A LNDG. I TOLD HIM 'IT'S YOURS.' HE ACCEPTED, BUT ASKED ME TO CONTINUE FLYING THE ACFT WHILE HE ADJUSTED HIS SEAT. HE TOOK OVER THE CTLS AND AS HE FLARED FOR THE LNDG, WE HEARD A SCRAPING SOUND. WE BOTH IMMEDIATELY REALIZED THE GEAR WAS STILL UP. HE ADDED ENOUGH PWR TO CLB A FEW FT ABOVE THE LONG RWY. I LOWERED THE GEAR SWITCH AND WAITED FOR THE '3 GREEN' GEAR DOWN INDICATION. THEN MY FRIEND LANDED THE PLANE. I TAXIED TO THE RAMP AND SHUT DOWN. DURING THE FIRST TOUCH-AND-GO APCH, I MENTALLY PERFORMED THE GUMP CHK. ON THE SECOND APCH, I OBVIOUSLY DIDN'T, BUT I THOUGHT I DID. WHEN MY FRIEND ASKED GUMP CHK, I ANSWERED 'YES.' I NEGLECTED TO ENUMERATE EACH ITEM. I HAVE NO EXPERIENCE WITH DUAL-PLT OP. MY FRIEND DOES. AS I MADE TURNS, HE CALLED TFC CHKS, I CALLED FLAP POS AND SPD. IN RETROSPECT, THAT INFORMAL DUAL-PLT PROC APCH MADE ME RELAX TOO MUCH. IT MADE ME ASSUME HE WAS PICKING UP SOME DUTIES. HE ASSUMED I WAS DOING THINGS AND I MISINFORMED HIM ABOUT THE GEAR. I WAS NOT CONCENTRATING ON PROC LIKE I SHOULD HAVE BEEN, BECAUSE I WAS SPENDING SOME TIME INTERACTING IN THE COCKPIT. ONE OTHER FACTOR. THE AUTO GEAR EXTENSION SYS, WHICH IS SUPPOSED TO SOUND A HORN AND LOWER THE GEAR WITH LOW AIRSPD AND THROTTLE RETARDATION, DID NOT WORK. IN SHORT, MY TOO-INFREQUENT FLTS INVOLVING DIFFERENT RENTAL ACFT, COUPLED WITH A TOO-RELAXED APCH, ALMOST LED TO DISASTER. I MUST REMEMBER A BASIC: FOLLOW PROC!

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.