Narrative:

After completing the ILS 23 orf in VMC conditions, the small transport X touched down on its belly with the gear up. Maximum power was immediately applied by the captain, which now had the controls. The airplane became airborne between 1-2 seconds after touchdown. A normal climb out and level off was performed. No unusual noise or vibration could be heard or felt. We were cleared direct back to home base. No emergency was declared since we were okay. Radio communication was lost halfway home to base. Some of the antennas had become damaged during the landing phase. We squawked 7700 for 1 min and 7600 for the remainder of the flight (less than 15 mins to landing). We had reply on the transponder -- no damage apparently. The gear was selected down on an extended base. We had 3 green and gear unsafe light extinguished. (No damage was found on the gear doors.) the airplane landed safely by the captain (no damage was on the propeller). This was a part 135 training flight. I had 2.7 hours day and 3 lndgs day in the small transport X prior to this flight. I received training for a second-in- command/first officer position. The fastest airplane I had ever flown before the small transport X was an small transport Y with 52 hours total. This was going to be my first night flight/landing in the small transport X. I had been introduced to CRM training in a simulator for light transport 2 weeks prior to starting the small transport X training. I performed a standard takeoff from home base. The captain completed silently the after takeoff checklist at 500 ft AGL and silently the descent checklist after we leveled off at 3000 ft MSL. I gave the controls to the captain and briefed him on the approach. We were now on the right downwind and going at 245 KIAS as instructed by orf approach. He gave me the controls back when I completed the approach brief. At this point we were vectored by approach through the localizer for spacing (1 medium large transport in front of us) and cleared down to 2000 ft MSL. We completed the approach checklist and were turned back to intercept the localizer inside of klink intersection (IAF), and down to 1700 ft MSL. I asked the captain for 5 degrees flap (which I got) as I got established on the localizer below 175 KIAS. There was, I believe, 3 airliners behind us on the same approach. 1 'DOT' below the GS, I asked the captain for gear down, not checking my airspeed (at 170 KIAS, vlo 161 KIAS). The captain would not give me gear down because of the speed. I then pulled power back slightly and at 160 KIAS I asked for gear down and before landing checklist, but the captain apparently did not hear me since he was asking the tower for vectors to a new approach because we ended up being 2 'dots' above the GS. The tower never responded on captain's request. At 140 KIAS I asked for 20 degree flap (which I got). At this point I felt busy trying to get the airplane back on the GS. I did not event think about the before landing checklist at this time. I finally caught up with the GS at 1000 ft MSL. At 321 ft MSL/decision ht I transitioned to the VASI. Pulled power back (25 gallons per hour) over the threshold for landing attitude. You land the small transport X with some power. The gear warning horn was never heard in the final segment.

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Original NASA ASRS Text

Title: SMT ON PART 135 TRAINING FLT LANDS GEAR UP.

Narrative: AFTER COMPLETING THE ILS 23 ORF IN VMC CONDITIONS, THE SMT X TOUCHED DOWN ON ITS BELLY WITH THE GEAR UP. MAX PWR WAS IMMEDIATELY APPLIED BY THE CAPT, WHICH NOW HAD THE CTLS. THE AIRPLANE BECAME AIRBORNE BTWN 1-2 SECONDS AFTER TOUCHDOWN. A NORMAL CLBOUT AND LEVEL OFF WAS PERFORMED. NO UNUSUAL NOISE OR VIBRATION COULD BE HEARD OR FELT. WE WERE CLRED DIRECT BACK TO HOME BASE. NO EMER WAS DECLARED SINCE WE WERE OKAY. RADIO COM WAS LOST HALFWAY HOME TO BASE. SOME OF THE ANTENNAS HAD BECOME DAMAGED DURING THE LNDG PHASE. WE SQUAWKED 7700 FOR 1 MIN AND 7600 FOR THE REMAINDER OF THE FLT (LESS THAN 15 MINS TO LNDG). WE HAD REPLY ON THE XPONDER -- NO DAMAGE APPARENTLY. THE GEAR WAS SELECTED DOWN ON AN EXTENDED BASE. WE HAD 3 GREEN AND GEAR UNSAFE LIGHT EXTINGUISHED. (NO DAMAGE WAS FOUND ON THE GEAR DOORS.) THE AIRPLANE LANDED SAFELY BY THE CAPT (NO DAMAGE WAS ON THE PROP). THIS WAS A PART 135 TRAINING FLT. I HAD 2.7 HRS DAY AND 3 LNDGS DAY IN THE SMT X PRIOR TO THIS FLT. I RECEIVED TRAINING FOR A SECOND-IN- COMMAND/FO POS. THE FASTEST AIRPLANE I HAD EVER FLOWN BEFORE THE SMT X WAS AN SMT Y WITH 52 HRS TOTAL. THIS WAS GOING TO BE MY FIRST NIGHT FLT/LNDG IN THE SMT X. I HAD BEEN INTRODUCED TO CRM TRAINING IN A SIMULATOR FOR LTT 2 WKS PRIOR TO STARTING THE SMT X TRAINING. I PERFORMED A STANDARD TKOF FROM HOME BASE. THE CAPT COMPLETED SILENTLY THE AFTER TKOF CHKLIST AT 500 FT AGL AND SILENTLY THE DSCNT CHKLIST AFTER WE LEVELED OFF AT 3000 FT MSL. I GAVE THE CTLS TO THE CAPT AND BRIEFED HIM ON THE APCH. WE WERE NOW ON THE R DOWNWIND AND GOING AT 245 KIAS AS INSTRUCTED BY ORF APCH. HE GAVE ME THE CTLS BACK WHEN I COMPLETED THE APCH BRIEF. AT THIS POINT WE WERE VECTORED BY APCH THROUGH THE LOC FOR SPACING (1 MLG IN FRONT OF US) AND CLRED DOWN TO 2000 FT MSL. WE COMPLETED THE APCH CHKLIST AND WERE TURNED BACK TO INTERCEPT THE LOC INSIDE OF KLINK INTXN (IAF), AND DOWN TO 1700 FT MSL. I ASKED THE CAPT FOR 5 DEGS FLAP (WHICH I GOT) AS I GOT ESTABLISHED ON THE LOC BELOW 175 KIAS. THERE WAS, I BELIEVE, 3 AIRLINERS BEHIND US ON THE SAME APCH. 1 'DOT' BELOW THE GS, I ASKED THE CAPT FOR GEAR DOWN, NOT CHKING MY AIRSPD (AT 170 KIAS, VLO 161 KIAS). THE CAPT WOULD NOT GIVE ME GEAR DOWN BECAUSE OF THE SPD. I THEN PULLED PWR BACK SLIGHTLY AND AT 160 KIAS I ASKED FOR GEAR DOWN AND BEFORE LNDG CHKLIST, BUT THE CAPT APPARENTLY DID NOT HEAR ME SINCE HE WAS ASKING THE TWR FOR VECTORS TO A NEW APCH BECAUSE WE ENDED UP BEING 2 'DOTS' ABOVE THE GS. THE TWR NEVER RESPONDED ON CAPT'S REQUEST. AT 140 KIAS I ASKED FOR 20 DEG FLAP (WHICH I GOT). AT THIS POINT I FELT BUSY TRYING TO GET THE AIRPLANE BACK ON THE GS. I DID NOT EVENT THINK ABOUT THE BEFORE LNDG CHKLIST AT THIS TIME. I FINALLY CAUGHT UP WITH THE GS AT 1000 FT MSL. AT 321 FT MSL/DECISION HT I TRANSITIONED TO THE VASI. PULLED PWR BACK (25 GALLONS PER HR) OVER THE THRESHOLD FOR LNDG ATTITUDE. YOU LAND THE SMT X WITH SOME PWR. THE GEAR WARNING HORN WAS NEVER HEARD IN THE FINAL SEGMENT.

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.